Cars, Kereta

fatz

COE prices fall across the board in latest bidding exercise
Posted: 21 November 2007 1833 hrs
         
  

SINGAPORE: The Certificate of Entitlement (COE) prices for all vehicles fell in the latest bidding exercise.

The COE premium for small vehicles (1,600cc and below) dropped S$2,435 to S$14,404 while the COE price for bigger cars (above 1,600cc) fell S$1,600 to S$16,401.

The open category COE dipped S$808 to S$17,001.

For goods vehicles and buses, the COE price slipped S$612 to S$14,389.

For motorcycles, the COE price dropped S$249 to S$1,052. - CNA/ac

fatz

Singapura : 29 Disember 2007         
         
CAKAP PASAL KERETA

CARA SELAMAT BUAT PINJAMAN KERETA

Oleh
Mohamed Taifoor Mohamed
Konsultan Kereta Anda

HARI ini kita akan membincangkan cara terbaik dan selamat jika anda mengambil pinjaman bank untuk membeli kereta baru anda.

Kebanyakan pembeli membeli kereta dengan mengambil pinjaman bank. Menerusi pengalaman, saya jangkakan sekitar 60 peratus pelanggan masih tidak faham cara mengira faedah yang dikenakan pihak bank.

Apabila mereka tidak faham, mereka akan bertanya berapakah ansuran bulanan yang mereka mampu.

Kebanyakan mereka tidak mahu tahu atau tidak berminat mengambil berat tentang harga kereta lagi. Mereka hanya ingin tahu tentang berapakah ansuran bulanan yang perlu dibayar dan tidak menanyakan secara khusus apa yang mereka harus bayar.

Selain ansuran bulanan pertama, ada juga bayaran bagi insurans bagi tempoh setahun. Apabila mereka sudah tahu, mereka biasanya akan menandatangani surat perjanjian, lalu mereka menunggu kereta baru mereka.

Namun, apabila kereta baru mereka siap untuk diambil, mereka terkejut apabila diberitahu mereka harus membayar ini dan itu dan lain-lain lagi yang tidak mereka ketahui. Mereka pun mula bertanya dan menyoal kepada penjual mengenai bayaran tambahan itu.

Seperti yang saya nyatakan, yang harus dibayar hanya ansuran bulanan pertama dan bayaran insurans buat satu tahun yang perlu dibayar.

Mengapa pula sekarang ada lain-lain lagi bayaran seperti yuran memproses (processing fee) dan ada bayaran tambahan lain?

Pembeli tidak faham tetapi yang hairannya, mereka masih juga membuat bayaran sebab tidak mahu 'peningkan' kepala dan takut menjadi masalah besar.

Di sini kita harus tanya diri kita apa yang boleh kita lakukan untuk tidak dikelirukan apabila kita buat perjanjian jual beli.

Namun, saya ingin memberi satu tip baru dalam soal ini.

Mengapa tidak kita sebagai pembeli yang membuat sendiri surat perjanjian? Dalam surat perjanjian itu, kita sebutkan apa yang harus kita bayar untuk mendapatkan kereta baru kita itu.

Selepas itu kita, sebagai pembeli, minta jurujual menandatangani surat yang kita sudah siapkan sebelum kita datang ke bilik pameran kereta.

Contoh:

======

Saya.................(nama), no kad pengenalan.................... hendak membeli kereta dengan ...............(nama perusahaan kereta) melalui ..............(nama juru-jual), no kad pengenalan (jurujual).................

Saya harus membayar jumlah $.......... dan tidak ada apa-apa pembayaran yang lain. Saya dan juru-jual setuju dengan perjanjian ini.

......................................

Tandatangan Penjual (Nama)

......................................

Tandatangan Pembeli (Nama).

Cara ini mungkin dapat mengelakkan sebarang kejutan ketika kereta sedia untuk diambil.

chicsee

Nanti nak Raya Cina COE mesti turun.....tiap tahun sama....

fatz

dan selalu jugak lepas toto hangbao COE naik semula..

SweetCandy

mcm observing shares eh.. naik turun gitu.. this is what i notice.

SweetCandy

is always like that.. my budak2 keje yg ada dah plan nak tukar lagi..

[ Last edited by  SweetCandy at 29-12-2007 12:07 PM ]

SQ154

BMW Hydrogen 7: Big, fast and clean




BMW Hydrogen 7

Engine: 5,972cc bi-fuel V12
Gearbox: 6-speed automatic transmission
Max power: 260 hp
Max torque: 390 Nm
0-100 kmh: 9.5 secs
Price: not for sale


THE light drizzle at the launch of the BMW Hydrogen 7 in Singapore this week was a fitting welcome for the German automaker's showcase of its eco-friendly credentials. After all, this is a car that touts water vapour as its only emission.

The H7 is a bi-fuel version of the 7 Series limousine and BMW's answer to sustainable motoring. As part of a world tour, five of these cars are in Singapore until March 23 at a purpose-built pavilion behind Parkview Square.

'With a growing focus on the search for sustainable and environmentally friendly fuels in Singapore, and its prominent position as a research and development hub, we believe this is an excellent opportunity to engage the public on the latest developments in hydrogen combustion technology - one which the BMW Group has been pioneering,' says Roland Krueger, managing director of BMW Asia.

During the event, invited VIPs will be chauffeured around in the H7 to experience how its V12 engine has been adapted to run on either petrol or liquid hydrogen. When operating on the latter, BMW says the only emission is water vapour.

Outwardly, the H7 doesn't look much different from any other long-wheelbase 7 Series model - except that it has two filler flaps on its right rear pillar. The one that looks more high-tech connects to a special tank in the boot that stores eight kg of liquid hydrogen at minus 253 degrees Celsius.

In the cabin, everything is pretty much the same except for a button on the multi-function steering wheel marked H2. Press this and a metallic double click from somewhere behind indicates that a valve has been activated to release hydrogen from the tank to the engine.

At normal speeds the sound level from the engine remains unchanged when operating in this new mode. But unlike a normal petrol-engine 760Li with an output of 445 hp, the H7 has had its six-litre V12 engine detuned to just 260 hp, so its performance in gasoline and hydrogen modes is evenly matched.

The car's 2.2 tonne kerb weight has also risen by more than 200 kg because of the hydrogen tank. As a result, acceleration from zero to 100 kmh is down from 5.6 seconds to 9.5 seconds.

However, 260 horses is still a lot and sitting in an H7 is as comfortable and luxurious as sitting in any long-wheelbase 7 Series. The hydrogen also adds another 220 km to the H7's range.

It's fast, it's big and it's clean. So what's not to like about the H7? Oh, except that you need a ready supply of liquid hydrogen and you'll have to wait until at least 2018 to buy one. That's because BMW doesn't expect the technology to be viable for another 10-15 years. Just in time for the next oil crisis.

The BMW CleanEnergy Pavilion at the corner of Ophir and Beach roads is open from 9am-6pm daily until March 23. Admission is free.

SQ154

Volvo V70 T6: Head of the class



VOLVO V70 T6

Price: $205,000 with COE
Engine: 2,953cc 24-valve inline-6 turbo
Transmission: Six-speed automatic with quick shift
Power: 285bhp at 5,600rpm
Torque: 400Nm at 1,500-4,800rpm
0-100kmh: 7.2 seconds
Top speed: 245kmh
Fuel consumption: 12 litres/100km (city-highway)
Agent: SM Motors


NO ONE makes better station wagons than Volvo. Of course, the company had a comfortable head start - way back in 1953 it made a minibus-like model called the Duett.

Dorky as the Duett seemed, it was an unprecedented concept. And over five decades, that concept has evolved from utilitarian to aspirational.

Today, nothing comes close to matching the Volvo V70 in its packaging of space, style and sumptuous driving.

So, is a 285bhp all-wheel-driven wagon necessary then? In other words, when you are head of the pack, do you still need to try so hard?
For Volvo, the answer must have been clear, which is why we have here the V70 T6. Equipped with the same hardware as the S80 T6 sedan, the full-turbo estate flies to 100kmh in 7.2 seconds and onto a top speed of 245kmh.

On paper, it is not as fast as its lighter S80 twin (the V70 T6 tips the scale at 1.9 tonnes). On the road, the V70 T6 feels sufficiently quick but is not exactly sizzling on account of its heft.

What it excels in is comfort. It goes about its business with truly exceptional refinement and remains hushed when high revs are summoned. Take corners urgently and it stays on an even keel while the excellent damping irons out whatever surface imperfections that arise.

At higher speeds, the background acoustic hum often associated with estates is completely absent. The car even comes to a halt with uncharacteristic poise, thanks to its anti-lift and anti-dive function.

These limousine standards are matched by limousine roominess and amenities. Endowed with a generous 2,816mm wheelbase, the V70 is a spacious vehicle indeed.

Its second row offers plenty of hip- and leg-room. Its cargo area has 555 litres of stowage - more than what most sedans can offer. Golfers and dog owners will be delighted with the space here.

The all-wheel-driven car is sure-footed but suffers from a wide turning circle (12.7m) - probably its only real shortcoming. But it is easy to overlook, given its impressive equipment level.

The V70 T6 comes with keyless access and ignition, auto-closing tailgate, electronic parking brake, blind spot alert, lane departure warning and Driver Alert Control (DAC).

DAC gauges the driver's fatigue level via a series of sensors, which measure the distance between lane markings and the car, as well as the overall vehicle movement. If it detects erratic behaviour (a sign of fatigue), it emits an audible signal and a coffee cup symbol will appear in the car's information display - to suggest the driver take a break.

We were not able to test this, but the lane departure warning and blind spot warning do not seem to work well when it is raining. Somehow, the moisture affects the camera-based systems.

The V70's cabin is luxuriously appointed. Leather is used liberally, and the fascia boasts a handsome brushed aluminium inlay.

Every stalk and control is visually and tactilely pleasing. As far as the parts you see and touch go, Volvo does not display any 'Ford-ness'. The American company has owned the Swede since 1999, and has been wise to keep its 'Volvo-ness' intact.

As with many Volvo models today, the V70 T6 offers more value than most cars in its price segment. As for the product segment, it bears repeating that the car is quite peerless.

SQ154

Volkswagen Jetta TSI: Jetta setter



VOLKSWAGEN JETTA TSI
Price: $95,200 with COE
Transmission: Six-speed DSG Power: 170bhp at 6,000rpm
Torque: 240Nm at 1,500 - 4,750rpm
0-100kmh: 8.1 seconds
Top speed: 220kmh 10 litres/100km (city)
Agent: Volkswagen Centre Singapore


I WAS asked earlier this week about what cars will be like in the future.

When faced with such an open-ended question, I'm always tempted to be flippant. In this case, I wanted to say 'pink'. Yes, as in the colour.

Instead, I said the car of the future will first and foremost be a lot more fuel efficient. They won't necessarily be the puny plastic pea-shaped buggies depicted in sci-fi movies.

Rather, they will have engines and drivetrains that are able to extract the most out of a litre of fuel.

On this front, Volkswagen is right on the money with its new Jetta TSI.

Positioned below the Passat, the Jetta is slightly bigger than Toyota's Corolla. Traditionally, a car like it would need at least a 2-litre engine. But the TSI is equipped with a 1.4-litre. To be exact, 1,390cc.

It is no ordinary 1.4 though. It is a direct injection engine that has both a supercharger and a turbocharger. The mechanically driven supercharger overcomes lag at low revs before the exhaust-driven turbo comes into play at around 3,500rpm.

VW first applied this twincharging technology to the Golf GT and it worked like a charm. It is even better in the Jetta. The engine has been tuned to produce more torque at the low end (240Nm from just 1,500rpm). This translates to a throttle response that is both immediate and smooth.

Paired with a dual-clutch sequential transmission called DSG, power is sent to the front wheels seamlessly.

The combination of direct injection, twincharging and DSG makes for great efficiency - and not just in terms of fuel frugality.

The car's performance is not to be sniffed at. It takes just 5.7 seconds to reach 80kmh from standstill, and 8.1 seconds to hit the century mark. In any driving condition, ample torque is a tap away.

The Jetta's compactness makes it a wonderfully driveable car. It has a communicative chassis and a steering that is precise and confident. On the fly, the car is sturdy and cushioned. Surface unevenness is heard more than it is felt.

The only complaint surfaces when the car stops at the lights. With parking brake engaged and transmission left in Drive, engine vibration is a bit intrusive.

While the TSI version is not as fast as the 2-litre turbo, its ability to pull away from near-idling revs is quite unmatched. And it attracts half the road tax that the bigger displacement car does.

Good fuel economy, really low road tax, decent space and more-than-decent performance - the Jetta TSI has it all. In the future, maybe more cars will be like it.

SQ154

Mazda5: Mazda's High 5



MAZDA5
Price: $83,988 with COE
Engine: 1,999cc 16-valve inline-4
Gearbox: Five-speed automatic with quick shift
Maximum power: 145bhp at 6,500rpm
Maximum torque: 182Nm at 4,500rpm
0-100kmh: 11.9 seconds
Top speed: 179kmh
Fuel consumption: 8.8 litres/ 100km (city-highway)
Agent: Mazda Singapore


THERE was a time when all an MPV had to do to qualify for the fancy acronym was accommodate seven onboard.

That time has passed, along with 9-to-5 jobs, comprehensive dental plans and free-flowing expressways.

Today, a people mover (now, that's a term you don't hear anymore) has to look chic, be well-equipped and offer commendable all-round performance. On top of accommodating a brood. And, preferably, cheap and good at the same time too.

Pretty much the standards for a woman (or, for that matter, a man) these days. You could say the MPV is art (of car-making) imitating life.

Which brings us to today's topic. Mazda once had a big MPV, which was imaginatively named Mazda MPV. Endowed with a shape that only a carton maker could love, it bombed.

Then, in 2005, it launched the Mazda5, a seven-seater sometimes mixed up with the Mazda CX-7, a five-seater.

The Mazda5 was a success, largely because it was the only sporty-looking compact MPV available from an authorised agent. But it wasn't a huge success, largely because it was relatively pricey (nearly $88,000 at launch).

Enter the improved Mazda5, stacked with substance to go with the style, aptitude to go with the attitude.

For starters, twin motorised sliding doors. Now, which MPV buyer doesn't appreciate auto sliders, especially when they come with remote activation and pressure sensors (so as to preserve young limbs and digits)?

All it needs now is an auto tailgate to complete the accessibility package.

The revised Mazda5 has a rear air-con blower too. Not a biggie, really. It is a floor-mounted two-speed affair, versus the pillar-mounted types which are more effective and space efficient.

The car's engine is now equipped with variable valve-timing and an electric throttle, which improves output and economy. This is mated to an exceptionally smooth five-speed autobox (four-speed previously) with quick shift.

While the final drive of the new gearbox is lower (for more relaxed and frugal cruising), its other ratios are steeper.

Hence, although the car is a shade slower in hitting the century mark and has a slightly lower top speed, pick-up in city traffic is swifter.

Mind you, the car is 32kg heavier because of its additional features.

The original Mazda5 was a bit truck-like in its ride and movement. But the revamped version is better sorted, with a chassis that is both well controlled and comfy.

In all, the new Mazda5 is now a much better car. But it still can do with further improvements, like easier access to the third row, more stowage in front, stronger brakes and better-sounding reverse beepers.

Notes for the all-new model, then.

SQ154

Mazda6 2.5 R: Middle-of-the-road Mazda




Mazda6 2.5 R
Engine: 2,488cc inline-4
Gearbox: 5-speed automatic transmission
Max power: 172 hp @ 6,000 rpm
Max torque: 228 Nm @ 4,000 rpm
0-100 kmh: 9.5 secs
Top speed: 203 kmh
Price: $98,488 (with COE)
Distributor: Mazda Motor Singapore, tel 6395-8888




THE Mazda6 has grown a lot bigger. But is it much better?

The new-generation Mazda6 has grown all-round - it is longer, wider and taller than before, with a pleasing design that is so smoothly styled it has a drag coefficient of just 0.27.

Inside, there is more room, especially for those in the rear, because of the extended wheelbase. Electric front seats are standard and the driver's seat comes with memory.

The new car is not based on the Ford Mondeo platform, as has been widely misconceived, but is actually a further development of the previous model. The improved chassis offers a less sporty ride but it still feels very firm for backseat passengers.

There are two four-cylinder engines available - 2.0 and 2.5 litres. There are also two trim levels and two bodystyles - a sedan and a five-door hatchback.

The 2.5 R is the top-of-the line variant. Its engine meets the stringent Euro 5 emission standard, and this means some power has been sacrificed. The delivery is smooth but merely adequate. Rev it above 5,000 rpm, though, and the engine note becomes more aggressive because the airflow into the combustion chambers is more direct.

Like other Mazdas, the Mazda5 handles well at high speeds. But at lower speeds, the electrically powered steering wheel is vague.

Compared with the turbocharged power of the CX7 SUV, or the trendy looks of the MX5 roadster, the Mazda6 doesn't feel like it has a special attribute. Its most striking feature is actually its great package of standard equipment. Even the lower 2.0 V variant has paddle shifts, a multi-function steering wheel that also operates the dual zone climate control aircon, six airbags and HID headlights (on top of that, the 2.5 R has keyless entry and ignition, an electric sunroof, an eight-speaker Bose sound system and dynamic stability control).

Yet the 2.0 V's $86,488 sticker price is a couple of thousand dollars less than the popular Toyota Camry and about $10,000 cheaper than the new Honda Accord 2.0. But it is also slightly smaller than the Camry while the latest Accord is in a space league of its own. This new Mazda6 should look just nice somewhere in the middle of the road.

SQ154

Ford S-Max: S-Max holds firm



AT THE wheel, the Ford S-Max is probably the most engaging seven-seater in town. Driving it hardly involves the compromises MPVs are known for - excessive body roll, sub-optimal roadholding, inadequate stopping power, disembodied steering and an overhanging lethargy.

The S-Max betrays none of that. Surprisingly, it is better behaved and more entertaining than a number of sedans. Its 2.3-litre four-cylinder engine is able to exploit the car's sporty dynamics sufficiently.

There may be only 161 horses and 208 Newton-metre of torque available, but the power plant's willingness to bring them to the fore and its propensity to stay muted and calm throughout the rev band often pave the way for an enjoyable drive.

So Mum or Dad at the wheel should have little to complain about.

Passengers, however, have a somewhat different deal. The stout suspension that holds up the carriage so perfectly when you attack the bends makes for a firm ride.

Somehow, those in the second and third rows bear the brunt of this trait, where the slightest undulation can come across as joltingly harsh.

The car compensates in other ways, though. It is fairly effortless to get to and from the third row, and the middle section offers more hip- and head-room than expected.

All the seats are well padded, providing decent comfort and good support.

The ceiling is high enough for a DVD set to be installed without compromising the driver's rear visibility.

The rear seats fold flat easily enough to transform the S-Max into a cargo carrier whenever the need arises.

And although the air-con unit is not the most powerful you will find, the S-Max has extra blowers located on the B-pillars to help distribute the cool air to rear passengers.

The air-con needs all the help it can get because the car's panoramic sunroof lets in quite a lot of sun.

In the first week of this three-month road test, we found that the car's fuel consumption was pretty decent, with a litre getting us 8 to 8.5km. Of course, this is only if you happen to spend more time on highways than byways.

In city driving, the S-Max fares poorly, managing just 7km or so per litre. This is, however, with heavy-footed driving that spared no ponies or brake pads.

Fair price to pay for fun, perhaps. Especially when fuel is courtesy of Chevron, which has been our constant sponsor for long-term tests.

And the car would have been more fun if not for a couple of niggles which have come to our attention. One, the cruise control buttons are sometimes sticky. So, you might have to press a couple of times to, say, cancel a set speed.

Two, the power steering protests by whining audibly when in full lock. Hope it doesn't worsen with time.

As a family wagon, the S-Max has a comforting rock solidness that is often missing among Japanese models.

It has a remarkably Teutonic feel that is almost BMW-ish - which is not bad for a Belgian-made American car.

That might explain its premium pricing (of over $100,000).

SQ154

Mini Cooper S Clubman: Welcome to the Club





Mini Cooper S Clubman
Engine: 1,598cc turbocharged
Gearbox: 6-speed automatic transmission
Max power: 175 hp @ 5,500 rpm
Max torque: 240 Nm @ 1,600-5,000 rpm (260 Nm with Overboost)
0-100 kmh: 7.6 secs
Top speed: 224 kmh
Price: $139,800 (with COE)
Distributor: Trans Eurokars, tel: 6473-3777




ECO-CLOTHING and the iPhone may be the latest fads but if you want to be really hip, there is perhaps no trendier accessory than a fashionable car. For now, the new Mini Clubman could be it.

Like the Mini after it was re-invented by the BMW Group more than six years ago, the Clubman has striking styling. As a miniature estate, it looks exceedingly cool.

While the three-door Mini hatchback has cute yet slightly aggressive proportions, the Clubman looks a bit more adult. Its body and wheelbase have been lengthened, by 240 mm and 80 mm respectively. This means that while an average-sized adult would struggle to fit into the back seat of the Mini hatch, he or she - plus two pals - will be able to sit in relative comfort in the rear of the Clubman. They also get to carry some real luggage in the boot.

But it is the Clubman's styling details that have to be the variant's greatest coup. While the Mini hatch has three doors, the Clubman has five though they are hardly where you would expect them to be. One of them is on the right side behind the driver's door. This rear-hinged 'suicide door' is called a Clubdoor and allows for easier access to the rear bench.

Also quirky is the fact that because of cost issues, this asymmetric door is also on the right side of the car in left-hand-drive markets. But its location seems to work out fine here because Singapore drivers don't have to get out before their rear seat passengers can get in.

The last two doors are found at the back. Instead of a regular hatch, there are two side-hinged doors with cut-out sections to accommodate the tail lamps. The contrasting colour of the C pillars is also part of this funky combo that makes the rear end so distinctive.

Like the Mini three-door, the Clubman is powered by either a normally aspirated or twin-scroll turbocharged 1.6-litre engine.

The latter is called the Mini Cooper S Clubman and it still has the same big lungs as the shorter Cooper S. But its bigger bodyshell adds 85 kg to the kerb weight, so on paper, the Clubman S's zero to 100 kmh sprint is down by half a second to 7.6 seconds.

In the real world, though, the extra weight doesn't seem to matter when going forward. However, the longer body does blunt the Clubman's cornering prowess. Compared with the hatch, the Clubman has something the Mini never exhibited - body roll. The go-kart-like handling and superglue grip are still there, but the response is slightly less than razor sharp.

On the other hand, the ride comfort has improved, thanks to the longer wheelbase. That, and the extra cargo space, make the Clubman feel more grown-up. It may be pricey, but no one can say this fashion accessory doesn't have both style and substance.

SQ154

Chery A1: A1 for effort



CHERY A1
Price: $42,999 with COE
Engine: 1,297cc 16-valve inline-4
Transmission: Five-speed manual
Power: 82hp at 6,000rpm
Torque: 114Nm at 3,800rpm
0-100kmh: 15 seconds (est)
Top speed: 156kmh
Fuel consumption: 10.9 litres/100km (city, est)
Agent: Vertex Automobile

WE TESTED the Chery QQ, the first Chinese car here, in July 2006, and concluded that it was possibly the worst car we've driven.

Now, just over 18 months later, we are in another Chery. A Hyundai Getz-sized hatch called the A1. And what an improvement it is over the QQ.

The fit and finish of the exterior body panels, the quality of the interior, the insulation and the ergonomics are of a standard you can live with. The A1 even drives like a car, with an acceptable level of ride comfort and passable handling.

If you don't already know, Chery has a joint venture with Chrysler, where the Chinese company will supply the American one with compact and subcompact models which will be badged Dodge.

The A1 is the first such model, and Chrysler is expected to export them first to South American markets.

That is an indication that Chery has arrived. Or it could be an indication that the American company is desperate. Chrysler, to be honest, is no standard bearer. And Dodge isn't exactly an aspirational brand.

But, to be fair, the Chinese Dodges will eventually be exported to North America and even Europe. And to enter these markets, a car does not have to be pretty or zippy. But it does have to be fairly safe and somewhat eco-friendly.

Which explains the spiffy digital trip computer floating in the centre of the blue-lit instrument cluster. Among other things, it keeps track of the A1's fuel consumption, which is reasonably low when you are in fifth gear, on a flat road and on an empty stomach.

The engine has poor low-end torque, and its fifth gear feels like it should be the seventh. In that slot, a slight headwind will slow it down.

Thankfully, the A1 does not object to hard revving. If you get past the transmission whine and notchy gear slots (fifth to third, for instance), the acceleration builds up expectantly.

For a small car with wheels set at extreme ends, the car should have great manoeuvrability and handling. But its tendency to lean, roll and pitch in corners makes you feel like you are in a panel van - with Mr Bean at the wheel.

At least it steers and brakes decently enough.

What its body shape and layout offer generously is space. The A1 has adequate room for four adults and not too shoddy a boot.

The cabin betrays none of the rattle and hum that often haunt bigger and better cars. One sign that Chery has paid extra attention here lies in the rubber washers on the rear parcel shelf.

But there are other things which Chery doesn't seem to care much about. Like how high the wipers are at rest, the colour scheme of the trim and the cabin's strong chemical smells that cling to your collar.

Owners, however, will appreciate the powerful air-con, factory-fitted music console (with USB port), alloy rims and parking sensors with LED guidance.

All in all, the A1 is phenomenally better than the crusty QQ, but it still has some way to go before it is comparable to Japanese or even Korean cars in the same segment.

SQ154

Suzuki SX4: SX Appeal



SUZUKI SX4 4-DOOR

Price: $58,500 with COE
Engine: 1,586cc 16-valve inline-4
Transmission: Four-speed automatic
Power: 102bhp at 5,600rpm
Torque: 140Nm at 4,000rpm
0-100kmh: 12.3 seconds
Top speed: 170kmh
Fuel consumption: 10.5 litres/100km (city)
Agent: Champion Motors

IN THE mid-1990s, an unassuming little car topped the sales chart for Suzuki. The 1-litre Swift sedan was surprisingly roomy, economical and relatively inexpensive (at around $65,000 back then, it was cheaper than a Nissan March hatchback).

Today, Suzuki looks poised to repeat the Swift sedan's unprecedented success, with the SX4 sedan.

Unlike the simple Swift, which had a three-cylinder engine, no power steering, no powered windows, no climate control air-con, and even no anti-lock brakes, the SX4 is pretty decently equipped.

It has most of the amenities which you have come to expect of a new mainstream car, and even some 'premium' products.

For instance, it has a host of factory-fitted features, like leather-bound steering with hi-fi controls. And like all new models from Suzuki today, it has a stylish and minimalistic centre console, which houses a flush panel for the sound system and air-con.

And thanks to reduced car taxes and lower COE rates, the new Suzie costs less than the antiquated Swift sedan despite being a far better car.

Styling-wise, the SX4 sedan does not look the least incongruous (like hatchbacks-turned-notchbacks tend to look). It appears like it has been designed from scratch, instead of having a tail hurriedly bolted on.

In fact, its raised boot section is one of the prettiest notch rears you will find on the road today, complete with contemporary lamp arrangements. Plus there is sizeable stowage - flat, wide and decently deep.

On the whole, the SX4 sedan comes across as a smart and modern-looking car, with fresh accents that set it apart from the four-door masses.

Inside, it is as accommodating as the SX4 hatch, with its high ceiling, and above par leg-room all round. Although not a big car, it has enough shoulder- and hip-room for three in the back.

From that perspective, the compact four-door has more to offer the budget-conscious buyer than most other models here, such as the South-east Asian and Korean-made choices.

It is even a match for cars like the Nissan Latio and Mazda3 from a price-performance point of view.

Beyond styling and its space packaging, the Suzuki offers a satisfactory driving experience. The car is adequately insulated, sprung pliantly and is fairly responsive in the local context.

It is torquey enough for tooling around in city traffic, often without having to be extended over 3,000rpm. Which is a good thing, because when the tacho crosses 3,500rpm, engine noise does become a little intrusive.

As in the hatch, the SX4's transmission displays unburstable elasticity and smooth shifts. If you were to fault it, the only niggle you might raise is that it is merely a four-speeder.

On the safety front, it comes with ABS plus electronic brake force distribution and twin airbags.

Perhaps the most impressive attribute of the Suzie is its zippiness. Although not a sprinter, the car keeps up with traffic uncomplainingly, even when ferrying five. Plus, its compactness and concise steering make it easy to park.

To sum up, this car qualifies as the best little sedan we've tried in a long while. For something with four doors, a boot and a price tag under $60,000, nothing matches this Japanese gem.

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Suzuki Swift Sport: Automatic response



SUZUKI SWIFT SPORT AUTOMATIC

Price: $65,900 with COE
Engine: 1,586cc 16-valve inline-4
Transmission: Four-speed automatic
Power: 125bhp at 6,800rpm
Torque: 148Nm at 4,800rpm
0-100kmh: 11.4 seconds
Top speed:170kmh
Fuel consumption: 9.5 litres/100km (city)
Agent: Champion Motors

A HOT hatch without a manual gearbox is often like tomyam soup without chilli padi - pointless.

Suzuki's four-speed auto Swift Sport is one exception, even if its performance is nowhere as fiery as its five-speed manual counterpart. According to declared specifications, it clocks an 11.4-second century sprint and a 170kmh top speed, against the manual's 8.9 seconds and 200kmh.

But how enjoyable a car is cannot always be measured in seconds. The way it delivers the goods can be a big determinant too.

In the automatic Swift Sport, the delivery is on par with some of the finest. Yank the shifter to Drive, tap the throttle and the car responds with a surging enthusiasm that will have you believe there was a printing error in Suzuki's specifications.

Its relatively primitive four-speeder can't imitate the characteristics of a manual like the sequentials you find in some German cars, and it does not have any quick-shift mode like most autos these days. But it does a creditable job in harnessing the low- and mid-range torque of the Swift's revvy 1.6-litre engine.

For most purposes, you will find this suppleness sufficient. It responds to kick-down like a continuously variable transmission, and it somehow finds itself in the right ratio - even right after hard braking for entry into a corner.

The Swift Sport's unshakeable chassis and superb tractability are still evident. You can drive the cheery chuckable Suzie like the original Mini, blissfully aware that the car's physical attributes - and not some electronic nanny - will keep it planted.

Onboard, the auto car has all the niceties found in the manual, including an ultra-modern factory-fitted stereo, with steering-mounted controls.

The only gripe is that the car costs $2,000 more than the manual. For something that's a tad less punchy, it is not completely justified.

SQ154

Daihatsu Sirion: Sirion call



A SMALL car like the Daihatsu Sirion always makes good sense in a built-up city like ours. But it takes on a new shine when a litre of petrol costs $2.

The Sirion is now available with a 1.5-litre engine, the same double-overhead cam powerplant with variable valve-timing found in Daihatsu's funky Materia.

The engine that first appeared in the hot-selling Terios' engine has been tuned up slightly for the compact sub-compact.

If you talk to owners of the Terios, you will learn quickly that the car stands tall among SUV-like vehicles singularly for its thriftiness. The car will cover 11 to 12km on a litre on a mixture of highway and city driving.

In the smaller and lighter Sirion, the same engine accomplishes 15km on a litre.

The environmental implications of such an efficient car is clear, but let's not kid ourselves - if we were green, we would ride a bicycle.

We own a car because we love to drive. Yes, even those road hogs who keep to 80kmh on the right lane of the expressway. In their own twisted ways, they love to drive (or at least the idea of driving).

The 1.5-litre Sirion does not disappoint on that front. It certainly packs more zest than the 1.3-litre version introduced two years ago, with barely any penalty on consumption.

Like the Suzuki Swift - the other similar-sized and hugely popular car - the Sirion 1.5 has a well-engineered chassis to exploit the extra horsepower afforded by the bigger juicer.

It pulls away from the lights effortlessly, it has lovely steering response and it remains confidently planted even when you drive it like it's a hot hatch.

Even though it will not win any races, its breeziness is addictive. You find yourself heavy-footing the car without care or guilt.

The car impresses with its superb insulation against noise and vibration. Its engine is audible when extended, but never harsh.

Its sub-tonne weight has another advantage: effortless braking.

Even though the car is generally tinny, its doors close with a nicely cushioned thump.

The only downside is its plasticky and austere cabin. It is several notches below the Swift in this respect. But it also costs $5,000 less.

The car is smaller than the Swift but is more cleverly packaged. Its boot access is wider and its rear seats can be folded flat easily.

It also has more cupholders than a premium German car we drove recently. And its wipers operate silently - something you take for granted in a Japanese car, but not in the Continental makes.

So, if you are in the market for a zippy car with a small thirst and relatively modest price tag, the Sirion 1.5 is worth considering - even if it is not the newest car on the block.

SQ154

Daihatsu Materia 1.5 (A): Materia whirl




Price: $57,900 with COE
Engine: 1,495cc 16-valve inline-4
Transmission: Four-speed automatic
Power: 103bhp at 6,000rpm
Torque: 138Nm at 4,400rpm
0-100kmh: 13.7 seconds
Top speed: 164kmh
Fuel consumption: 7.5 litres/100km (city-highway)
Agent: Sin Tien Seng





Parallel importers do well here largely because they bring in Japan domestic market models - cars which are reserved for consumers in the Land of the Rising Sun.

Motorists who tire of the limited range of Japanese export models here are tempted by these domestic products.

But many are at the same time wary of them because these cars sometimes suffer from poor radio reception, may not be 'tropicalised' and lack the comprehensive aftersales care that authorised agents promise.

If that sounds like you, then Daihatsu has an offer you might want to check out: the new Materia.

The Materia is a funky van-like hatchback which has a Japan domestic market clone: the new Toyota bB.

It follows hot on the heels of the Daihatsu Terios, which is the Toyota Rush (another domestic model). Daihatsu is a compact car specialist which Toyota owns.

Will the Materia have the same success as the Terios? Going by our test-drive, it has a pretty good chance.

The boxy car offers lots of usable space, split rear seats which can be folded flat and a cockpit that is as unique as its body shape.

Tweeter speaker cones are encased alongside the front air-con vents, a factory-fitted hi-fi is panelled in a piano-black centre console and the door speakers are ringed by blue light. The same blue glow illuminates the inside door handles.

The instrumentation is stunning too, with the meters straight out of a jukebox.

The Deluxe version may have fewer goodies but, overall, the Materia is a youthful, energetic product that is hip and functional. And not many cars actually fit the two adjectives. Products like the Renault Kangoo, Volkswagen Caddy and Citroen Berlingo are functional but geeky.

The only part that does not quite gel with the fine finishing is the ceiling, which is lined with an incongruous felt-like material.

But that's mitigated by its great distance from your head. The tall car is all the more roomy because of its high roof.

The Materia is not all form and no substance. It drives pretty well, thanks to a sharp steering response and a pretty neat turn-in.

It rides decently except for the occasional damper vibrations. Undercarriage insulation could be better, and there is some rear cabin rattle. Its gear upshifts are more noticeable than in many other cars in its price segment.

Such as the Toyota Vios, which is the newest model in the bracket. And you know what? You won't find another car that is so different from the straitlaced sedan.

Actually, that's not true. The Toyota bB is just as dissimilar.

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Naza 206 Bestari



This is neither Malaysian nor Chinese. It is actually French. More precisely, a Peugeot 206. We included it here because it fits the budget-car description. At $50,000, it is about $10,000 less than the Peugeot 206 marketed by AutoFrance. This car was meant for the Malaysian market. AutoFrance, a unit of Sime Darby, might raise an objection to it being sold here, and by someone other thanitself.

Price: $50,000 (est)
Top speed: 160kmh
Agent: Nascar S'pore (part of J&J Royal Group, which also sells Malaysia's Perodua cars here)

SQ154

Naza Sutera



This 1.1-litre hatchback is assembled in Malaysia by vehicle distribution giant Naza. But it is actually a Chinese car called Hafei Lobo. It has the most cheerful cabin of the lot here. With the light upholstery, it appears airier than its size suggests. It is said to have been styled by Italy's Pininfarina. Check out where the winkers are.


Price: $32,700
Top speed: 140kmh
Agent: Nascar S'pore (part of J&J Royal Group, which also sells Malaysia's Perodua cars here)