Peugeot RCZ crosses the RM200k mark in Malaysia!

Nasim Sdn Bhd, the official importer and distributor for Peugeot vehicles in Malaysia has launched the absolutely modern, bubbly, compact-and-curvaceous RCZ 2+2 coupe recently. Two variants sporting different state of tune and transmission are available.

Powered by the all-familiar 1.6L twin-scroll turbocharged powerplant found in the Peugeot 308, 3008 and 5008 the 6-speed auto RCZ gets the standard combo of maximum power output of 156 bhp + 240Nm of torque. The Pearlescent White car that you see above a gets a stick shifter good for 6-forward ratios transmitting 200 bhp and 275 Nm to the front wheels. All from the same 4-pot 1.6L - albeit charged to a higher boost via a visibly larger intercooler up front - sitting just behind the bumper and a couple of seriously more robust-looking turbo hoses in the engine bay!

The manual RCZ also has larger disc brakes all around, larger alloy wheels (18") and stiffer springs to cope with the added grunt. Incidentally, the manual RCZ has a sportier (read: bassier) exhaust note to complement its higher performance positioning in the RCZ hierarchy.

Adding to visual enhancements as well as sporty performance are the double-bubble roof (which desperately needs dark tinting in our super-sunny and hot climate) and the active rear spoiler that deploys to two-stage at different higher speeds.

The in-car entertainment aspect is taken care of by a JBL hi-fi incorporating an amplifier punching 240 watts through 6-speakers. Also on offer are Bluetooth connectivity and auxiliary audio input capability.

For added safety, there is an active pyrotechnic bonnet system (at the front wing, just above and a little behind the wheel arch which "explodes" and propels forward during a forceful collision, acting somewhat like an external "airbag" to cushion and prevent intrusion of the front bulkhead into the driver's/passenger cabin.

The RCZ coupe is fully imported (CBU) from Magna Steyr's plant in Graz, Austria and retails for RM218,888 for the 6-speed auto version, while the 6-speed manual is priced at RM223,888.
For Wheels was told at the launch that some at 35 units were already called for, out of which the majority were manual versions, in a surprising reversal of trend for the Malaysian car-crazy-but-automatic-loving motorists.

Nasim hopes to deliver some 100 to 150 units of RCZ for the remaining months of 2011.
Wither the grey-imported used (reconditioned) Audi TT coupe?



*some pictures taken by Janus Mun

First Drive: Nissan R35 GT-R

Nissan has upset the pecking order of supercars since the world debut of its R35 GT-R in 2007, even without factoring in the bang-for-bucks factor. In Malaysia, a 2008 model can be had for as ‘little’ as RM600k – 650k, brand new, unused and unregistered. For the money of a Porsche Cayman S, you can have something quicker than a Porsche 911 Turbo (Tiptronic S). Of course, many will argue that the R35 is still a Nissan at the end of the day. Undeniably, the latter is nothing less than Stuttgart’s finest sportcar, an iconic 911 model at that, wearing that solid Porsche badge, rich with racing heritage et al. Well, think about being able to buy two new GT-Rs for the price of one new 911 Turbo, maybe this will put things in better perspective. But is the GT-R as engaging as a 911? Admittedly, I am not an authority on that, since the last time I drove a 997 Turbo was at the Porsche World Roadshow at Sepang F1 Circuit in 2007. Anyway, here’s my brief driving impression of the R35 GT-R at a local parallel importer recently.

Cranking up the V6 is definitely milder versus Porsche’s boxer-6. Heck! Even a 3.4L Cayman S is more melodramatic! No sense of occasion even as you prodded the gas pedal, rousing the engine from idle. Cool and calm, reminding one of a Nissan Sylphy! On the move – at crawling speed - the twin-clutch tranny was a tad jerky in a latchy kind of way but you can feel the horses underneath the front bonnet waiting to be unleashed. Once after a traffic light, all hell broke loose as it ‘teleported’ into a small spot between two cars in an overtaking manoeuvre. Yes! In a GT-R, set your mind to any small crevice in congested traffic, stoke the throttle and with small inputs at the steering, you are already away and safely tucked ahead. Believe me, it’s that easy and effortless, in that proverbial cliché: blink of an eye.

Approaching a right-hander positive gradient ram, the GT-R hit 140km/h faster than you can say “Nissan GT-R” and I was soon negotiating a sweeping corner, with no time to slow down or think for that matter. It’s amazingly planted and fuss-free around bends, what’s more with the sticky, semi-slick standard issue 20” Bridgestone Potenza RE070R. Naturally, with all that electronics-laden drivetrain and suspension trickery, it makes you want to go faster with ever increasing confidence. In other words, you do not feel the speed in an R35 GT-R. Onto a straight then on, it was blistering quick approaching JDM limiter top speed but I eased off seeing that this ‘tester’ had hardly 30km on its odometer. Still not much sound from the engine up front, with just some huff-puff from the rear mufflers, mimicking a mid-engine rumble, or is it just my clouded perception from all that warp speed? And I was nowhere near flicking switches into the more wicked “R” settings for its sportier suspension and throttle mapping. Seeing that my close associate will likely buy this test unit, we decided to turn back to the showroom and not subject it to further premature abuse.

There you have it, my first drive in a new Nissan GT-R. It’s very rapid, highly responsive, tenaciously grippy and absolutely awesome on the road. While the overall feedback was relatively muted somewhat, it gets an extreme boy racer’s job done, ruthlessly cold and calculated. I can’t help but feel that the GT-R is exceptionally capable to the extent of being a tad too clinical in its execution of speed, handling and tactile feedbacks. A smidgen too synthetic, you might say, a little akin to virtual driving in video games, I reckoned. However, things may be different should I get to drive this GT-R again a few months down the road, with its twin turbocharged VR38DETT lump (480 bhp/588 Nm) more run-in, going for perhaps more distant interstate jaunts and/or uphill to Bukit Tinggi or Ulu Yam. I just gotta make sure I have a stiff cup of coffee beforehand…in black preferably!

New 2008 BMW M3

By Dr Long

This is one highly anticipated E92-based variant from BMW, seeing that the newly-launched BMW 335i coupe is about as fast as the outgoing E46 M3. Without a doubt, this 2008 M3 will be even faster and all the more furious…naturally (pun intended)! Under the shapely and muscular hood is likely a 4.0L V-8 that punches out power figures in excess of 400bhp circa 8,000rpm. Century dash is expected to be sub-5secs and top end nothing short of 300km/h if unlimited.

These are pictures of the upcoming all-new M3 being shown at the 2007 Geneva Auto Salon as a concept. The production car is expected to look no different. Remember the E60 M5 Concept shown the same way a few years ago? Anyway, notable changes as compared to the ‘lesser’ coupe include the power-bulged hood, more aerodynamic wing mirrors, fussier looking front/rear bumpers, rear diffusers, carbon fibre roof and vented front plastic fenders with that all-iconic embedded M3 emblem. The other body parts of the 2008 M3 are however nicked off the standard 3-series coupe production line. These are regular items like BMW’s signature angel-eye headlamps, E92 taillights, doors, windows, windscreens and boot lid.

The sixteen-spoke 19" M-alloys should make it to the showroom unit. BMW’s M division manic-revving V8 ‘monster’ will transmit its brute to the tarmac – by way of the rear wheels, of course - via a conventional six-speed manual transmission or a robotised dual-clutch unit, not unlike Volkswagen-Audi Group’s DSG. It looks like the still-juddery and lurchy SMGIII (as featured in the M5) is history in the books of high performance BMW M cars, if the new M3 is the yardstick for things to come.

* Watch this blog for an upcoming drive report of the BMW E60 M5.

Brabus CLS B7 Test Drive

By Dr Long

Mention the word coupe, a two-door sedan comes to mind. That is…until 2004 when DaimlerChrysler threw a spanner in the works by introducing a 4-door coupe in the form of Mercedes-Benz CLS-Class. Come to think of it, they had actually done this before – blurring the lines of distinction of a body form – when they tagged their C-Class hatchback a coupe!

Well, so much for nomenclature. Imagine the enthusiasm when Naza-Brabus invited me to review their tuned and kitted version: the CLS B7. Brabus is after all a respectable tuning house with a good 29 years of expertise re-working on numerous 3-pointed stars and counting...

This stunning Mercedes-Benz C219 shares the same 2854mm E-Class’ wheelbase, albeit with longer overhangs - especially at the front – making it longer by about 105mm. The CLS is also wider, for both tracks and body making it visually larger than the W211.
Looking sleek and menacing in black, the B7’s flared front wheel arches runs backwards into a distinctive band just below the beltline, culminating in a very shapely arc to the rear. Within the wheel arches lurks massive Brabus Monoblock VI dual-spoke design alloys: 8.5J x 19”. Chromed window surrounds – making a comeback in most new MB models – lends a highlight of classy elegance to the roof-window arch and beltline. Interiorly, the dashboard looks more British than Teutonic, with a big chunk of ‘wood’ splashed across it. Instruments panel looks like they come right off the E-Class production line save for the bulging pods layout with distinctive chrome rings. Similarly, parts like the Thermotronic A/C controls, power windows’ switches, column stalks, dash buttons, radio-CD, door handles and ashtrays are very familiar looking too. Conversely, the new-design four spoke steering wheel goes into the E-Class facelift.

Window sills are higher than the ‘normal’ Mercedes saloons, but it’s nowhere claustrophobic inside, even with the lower ceiling. Seating position is low, snug and comfortable. My burly frame also fitted in the rear rather well, despite being less spacious than the E-Class. Ingress and egress to the rear – which sits only two – may be hindered by the sloping door aperture. Boot is also less capacious than the W211 Brabus K4 (500 vs. 530litres); obviously style dictating form over function.

Popping up the shapely bonnet revealed a very neat engine cover, highlighted by a racing-red V-shape border with a central ‘B’ insignia and Brabus B7 inscriptions bilaterally. Nestled underneath is Mercedes’ M272 engine in V6 configuration with a displacement of 3498cc, churning out 287bhp and 360Nm (as opposed to the standard 272bhp/350Nm). The same motor can be found in the SLK350, S350, R350 as well as the new ML350. One notable ‘relic’ in this new generation Merc is the SBC brake module plus its paraphernalia. Surprisingly still standard equipment here, despite some patchy reliability issues associated with this electro-hydraulic brake system in the W211s.

Firing up the ignition button on the gear knob, the normally aspirated quad-cam 24-valves motor comes alive with a purr. Run this V6 along with the superbly smooth 7-G Tronic auto ‘box, the engine’s sporty note – almost guttural but somewhat muted – is simply lovely as it stretches past the 6000 rpm mark. The Brabus Sports exhaust sounded quite Porsche-like with its deep-bassy growls. But after a long drive, it’s decidedly better NOT to have this ‘show-off’ quad exhaust ports in place of the OE bi-ovals, as these mufflers can boomingly tired out your eardrums!

The engine is responsive and willing. It pushes meaningfully from 2000rpm onwards, not due any inherent lag from the powerplant but likely due to the inertia of this 1.75 tonne beast. Gun it past 2500rpm (and that’s no sweat) you get dollops of big V6 torque, resulting in a broad band of effortless acceleration. Power delivery is delightfully smooth with the ever affable RWD dynamics a plus point. I call this power-refinement-comfort combo. As such, speed just creeps up on you – before you know it, the speedometer is about the only thing that tells you’re doing high three digits speed.

Despite its misleading size, the car handles well in quick lane-changes, not as nimble as say a C-Class but still quite agile. It is well planted tackling sweeping bends and also very composed doing high speed highway exits. The ‘Comfort’ and ‘Sport’ settings of the Airmatic DC semi-active air suspension works beautifully. In ‘C’ mode there are more suspension travel, hence the ride is suppler and better damped. Switching over to ‘S’ mode, I could feel the steering weigh-up as well as a lowering of ride height plus the dampers becoming tauter.
In whichever drive mode, the CLS’ steering always feedback as noticeably more precise and sharper than the E-Class’ rack. Could this be the ‘Direct Control’ steering in the facelift W211? Braking performance is of course no issue here - as the SBC has always been – with this 4-door coupe always stable, even under hard braking.

The carpet-ride and quiet comfort is typically Benz – with maybe just a tad more firmness than the E-Class. Even running on sizeable 255/40 ZR19 Continentals at all corners, the ride is still unmistakably Mercedes – good for smooth and supple wafting over road surface irregularities, even over some nasty lumps and bumps.

To sum it up, the Brabus CLS B7 is a glamourised E350 in wolf’s clothing. It is pretty exclusive, looks dynamic and very sporty. For those who yearns for something different - mixing the sleek silhouette of the CL or a CLK coupe plus the practicality of four doors - look no further…only if you have closed to a million ringgit! Then again, any potential buyer may be looking at the new S-Class at this level. One definite thing that would likely tip the balance in CLS’ favour would be that often heard owner’s statement: “People always thought that I am the chauffeur whenever I drive my S-Class…”
Now, that wouldn’t happen if you were piloting the Brabus CLS B7, would it?


A sincere word of thanks is due to Mr.Danny Dato Nordin of Naza-Brabus Prai. He has since moved on to Porsche Centre Penang, Malaysia.