Toyota ME.WE

It sound like the clarion call of a two-year-old who needs the toilet,but the Me.We actually represents the holistic end of Toyota's futuristic planning department. Developed in conjuction with design agency Massaud, the  Me.We is a small electric supermini that does away with the flab and frippery of modern cars, resolving bare-bones transport into something that Toyota describes as a new, more rational take on the eco-mini formula.

The grandiose blurb describes the blocky little bullet as "addressing responsibility" (the Me bit) and "commitment to good citizenship" (that'll be the We). But what does that actually mean?

In a word,recyclability. If you want minimise the environmental footprint of a car,it’s as important to address the energy needed to build and repair the thing as its day-to-day CO2 output. So, instead of rendering a body in steel or aluminium,what about lightweight, replaceable,recyclable…plastic?

It's a concept that sees the Toyota do away with a traditional monocoque construction.The Me.We's basic stucture is a tubular aluminium frame - a bit like a mountain bike - sheathed in polypropylene panels. The floor and other flat bits are made of renewable bamboo, and underneath is a set of batteries powering four in - wheel electric motors. The arrangement means the Me.We is capable of two - or four - wheel drive without the need for a heavy and expensive 4x4 transmission, and the car's overall weight is kept to a slimline 750kg. Less weight means better battery range,remember.

The predictable raft of bolted-on lifestyle enhancers only serve to make the Me.We even cuter. The rear bench can be folded under the front seat, or popped out entirely to use as a deckchair. The boot can be extended to create a kind of tiny, semi - pickup, and luggage is carried on the roof under a fold - out neoprene cover. The body panels can also be replaced and personalised with ease,though the fact that they're moulded plastic offers the option of some frankly terrifying textured exterior options.

But ignore all the concept siliness,and the Me.We is actually a very attractive premonition of a small, interesting car. Simple,clever, just a little bit-fashion cool. A Mini Moke for 2020?Works for us.

Renault Koleos

Renault is only known for one model here and that is the Megane RS. Somehow the French brand has managed to switch its modus operandi here from selling delivery vans (the Kangoo) to pushing performance cars,and it is doing very well indeed.

So you're forgiven if you have forgetten about its SUV, the Koleos.It is a peculiar looking SUV,mid-sized and all, but actually quite a nice SUV to drive.

Earlier last year the Koleos received a much needed facelift. The redesigned headlights and front grille put it in sync not only with the other Renault models but also with the rest of the market.

In size, the Koleos is slightly shorter than the typical C-segment sedan, for example the Honda Civic, but sits taller and wider. That does fit its SUV image.

lts origins are interesting. Designed by Renault, the Koleos was then developed by Nissan using its X-Trail platform and powertrain. Later, the project was shipped to Busan so that Renault Samsung Motors could assemble it for global consumtion. You can say the Koleos is an international effort,and that is why it holds a special position in many markets.

This crossover focuses more on car-like road handling, hence its unique shape. The rear actually is its most interesting aspect. Half of the hatch opens up while the other half folds down. You can even sit on the bottom half, as long as your weight doesn't exceed 200kg.

Overall, the shape requires some getting used to. lt is not ugly, but it is not as snazzy as the Korean or American makes. The Koleos has a tallish roof and short wheelbase, and the swooping roof does not really make it look balanced. Still, there is a reason for that and once you get in, you will know why. The cabin has a high ceiling and although the front seats are positioned high, there is still headroom for tall drivers beneath the panoramic roof.

The dashboard layout is not as funky as the exterior might suggest. The switches and knobs do have that premium feel but they look and feel Japanese. The centre console is actually cluttered with buttons and it will take a new owner a while to get to know what's what.

The audio head unit and the satellite navigation share space on the display unit. The audio controller is not the easiest to understand but soon you will be able to change channels or tracks using the short stalk on the right hand side of the steering wheel.

The sat-nav can be controlled via the toggle on the console just behind the gear lever. There are buttons surrounding the toggle, ala BMW's i-Drive, but they are a bit more complicated. The audio quality is punchy and that is because Renault uses a Bose system here.

The ALL-Wheel-Drive system is similar to the Nissan X-Trail's, which means that in Auto mode torque can be distributed 50/50 to the front and rear wheels. You can also opt for 4WD Lock where  the torque will always be distributed evenly. If it is highway all the way, 2WD mode can make it a permanent front-wheel-drive.

The transmission system is a CVT unit. It runs quietly and has less of a rubberland effect compared with other similar systems.

More interesting features adorn the Koleos inside. ln true French fashion, there are foldable picnic tables behind each front seat, a plastic bin that you can remove from the centre console (it's either an ice bucket or a rubbish bin) and the armrests on the front doors can be actually flipped open to store five CDs.

Renault's claim that the Koleos is more like a car does hold water. Comfort level is in fact as good as that found in premium sedans. The steering feedback was not the best but it was better than most SUVs. lt allowed us to track quickly around sharp bends.

The offroad session was limited to some slightly muddy Felda trails and some rocky construction areas where the Koleos's AWD system kicked in quietly to provide enough grip. So easy was it that an inexperienced lady driver thought she was ready to tackle the next Camel Trophy Challenge, if they ever bring it back.

Yes, RM198,000 is not cheap but the Koleos provides almost everything you need in an urban soft-roader. It is also a rarity on the road and this will lend you some air of exclusivity, something not many SUV's in this price range can do..

Almera Given The Nismo Touch

Nissan`s B-segment sedan will soon be sportier than ever

During the SUPER GT raceday,Edaran Tan Chong Motor Sdn.Bhd.(ETCM) and Nissan Motorsports International Co.,Ltd.(Nismo) unveiled the Nissan Almera Nismo Performance Package concept car at the Sepang International Circuit.The Nismo boffins have worked their magic on the standard Almera to make the B-segment sedan look,feel and sound a lot sportier.

This new performance package features new front and rear bumper spoilers, side skirts ,rear spoiler and 17-inch alloy wheels.Nissan`s tuning arm has also fitted the Nismo Almera with a Nismo Exhaust Muffler,which will provide the car with a sportier engine note to complement the aggressive styling.

According to the company,the aerodynamics of the performance package has been specifically optimised for the Almera.Coupled with a sports suspension,the aero pack enhances the handling characteristics of the standard car, allowing it to be more agile and an offer an improved dynamic driving experience.

From what we can gather,there is no performance boost.Besides the sports suspension,ETCM hasn`t divulged any information regarding upgraded internals,so this package is pretty much a cosmetic boost. Despite not being  able to sample the interior,we managed to get a sneak peak.From what we noticed,the car was fitted with sports seats.Whether or not the Almera during the launch of this performance package is fitted with them is pure speculation right now.

According to ETCM, the Nissan Almera Nismo Performance package has been scheduled for launch in the fourth quarter of this year,so we will have to wait and see if the company adds anything more to the package`s list of enhancements.

Merc ML350 4Matic BlueEfficiency

Merc ML350 4Matic BlueEfficiency

The first generation ML had its moment of glory when it was featured in the famous Jurassic Park movie. Beyond that, in this country at least, it only appealed to Malaysians who wanted something different. Otherwise, the consensus seemed to be that it was pale in comparison with its German rivals. The ML soldiered on nevertheless and we now see it in third generation guise and there are appreciable differences, of course.

The change in wheelbase length is quite miniscule but the new ML does sit wider and lower than its predecessors. That does make it look sportier. Apparently,ground clearance was sacrificed to attain this urban look and the new ML sits nearly three inches closer to terra firma.

Exterior changes are subtle; in fact, those unfamiliar with the ML - and there are many- won't be able to tell the difference. Fancy LEDs are sprinkled all around the new body. More chrome bits are seen on the front and rear. The overall design edges more towards the classy rather than the rugged. It is easier imagining the ML sitting in a hotel lobby rather than wading through swamp land.

No surprise then that the inside is glitzier than the previous model. Mercedes-Benz still has the upper hand in cabin design. While BMW maintains its driver-centric yet barren interior and Audi tries to have the most amount of lighted buttons and knobs and switches, Mercedes-Benz sticks to the traditional luxury tone it knows so well, and it works. The ML's interior is by far the classiest in its category.

Under the sculpted hood is the updated engine which is still 3,498cc big and is still a V6. What has changed is the way fuel is fed into system. Now the engine sips fuel using direct injection. The result is increased horsepower (up by 34bhp) and lower consumption, 8.5L/100km.

The transmission is the 7G-TRONIC PLUS with Direct Select, which means you get to swap cogs using the paddles on the steering wheel or via the gear lever. Local specs get you the 4MATIC permanent all-wheel-drive system that works together with the electronic stability software. No,it doesn't snow in Malaysia but the feeling that this luxury SUV can tackle mushy ice if it does snow here is pretty much alluring enough for the ML's target market.

Anyway, this ML certainly drives as well as Mercedes-Benz claims. The ML feels better planted than before. lt has less SUV roll and the steering feelback is a lot better. At least, we knew where the front types were pointed.

The best was the throttle response. There was an instantaneous reaction from the V6 engine. Previously, the response was not as fluid as this. It seemed like Unify had replaced the Pony Express to send signals to the V6. Okay,we are exaggerating but you do get the point right? Smoother throttle control allowed us to have better control of the ML, which in turn offered a better driving experience. Fuel consumption too was noticeably lower, averaging around 12L/100km during its stay with us.

On the undulating East Coast Expressway, the air suspension provided a super smooth ride at highway speeds. You could crank up the speed more, even at night when Mercedes-Benz's amazing headlight system 'reads' the road and adjusts the headlight' throw to offer fine visibility. lt goes into high beam when there is no oncoming traffic and dips when it is on an empty highway and stretches the light beam sideways, giving better visibility. So what,you may say. Well, it's good because we do have the odd cow or goat wandering onto our highways.

On rough roads, however, those big 21-inch wheels feel heavy and crash into holes in a slightly harsh manner. That's easily solved if you don't mind trading down to smaller wheels with thicker side walls. It would be a good investment in ride comfort.

All said, the ML has always been different from the rest. The interior, the classy design and the fact that there are not many MLs on the road gives it a certain air of exlusivity. That should appeal to the upper echelon of society.

Subaru Forester

Subarural.Now there's an ad tagline we could poke a bit of fun at. But doesn't it just sum up the Subaru Forester perfectly? This has never been an SUV for an urban clientele, and so Subaru dismisses the Honda CR-V and Toyota RAV4 as potential rivals. The Nissan X-Trail and the Land Rover Freelander,though? Now you're talking.

But, up until now, the Forester occupied a curious hinterland, not quite big enough to be a full family SUV, still carrying the connotations of wet sheepdog, manure and bleak hills. This one ,15mm wider,35mm longer and a fraction taller,changes things. Or it might do if it looked better.

But the large glasshouse means that visibility is excellent, and although the cabin design is plain,it's now better organised,although the materials ought to be better when the base model is £24,995. Too much scatchy,brittle,grey stuff in here. Insert a family, and it'll soon look battered, which l suppose is fine, because few cars suit battered better than Subaru. This is not a precious car, but a big , useful, hard-wearing one. Rear-seat space is almost excessive, the 505-litre boot is bountiful but the electric tailgate fitted to top-spec models is a waste of time. Too slow,too out of keeping with the rest of the car.

There are three engine options. lgonore the naturally aspirated flat-four 2.0-litre petrol- you won't give it another thought once you learn there's a brand new 237bhp turbo version with direct injection and 258lb ft. l wish l could tell you it's the one to have, that it tears around like a rabid sheepdog and channels the now defunct lmpreza WRX, but it just doesn't. The engine is charisma-free and the only options is a CVT (CVT!) gearbox. It's OK in manual mode, and has a reasonable turn of speed, but that's about it. lt's not feisty enough to make the most of what is a decent chassis.

So, you'll have the diesel, and that's fine.Sensible.lt promises 49.6mpg and 10.2 secs to 62mph, and that's pretty good. And, as l hinted above, it drives very well. The structure is stiff, rattles are absent and the body control is excellent. Once in a corner, there's a nice edge to the grip as the weight gets settled in the right place and the types hold a line convincingly. lt's unexpectedly enjoyable, but the chief impression you take away is of an honest, if somewhat plain, family SUV. Subareliable. Can't see it catching on.

Lexus LS460 F-Sport

Lexus LS460 F-Sport

Good luck spotting one of these on the road. This is the nichest of niche persuasions: not just a V8 Japanese giganto-limo, but a sporty V8 Japanese giganto-limo. What the…?

Any petrol limo is a rare sight in the UK – only five per cent of BMW 7- Series sold last year were non- diesel ( of which just eight – yes, eight – were V8s ). And that’s the 7-Series. This is the LS.

The F-Sport is as add to drive as it looks on paper,neither enormous fish nor gigantic fowl. Its interior appointments are predictably luxurious, but with 19-inch wheels and meatier suspension than the stock LS460,the F-Sport doesn’t possess the effortless motorway waft of a true limo. Get it onto a twisty lane, and things rapidly become….a bit scary, actually. Though the Brembo brakes and limited-slip diff do their darnedest, the F- Sport never gets to grips with its two – tonne weight and five – metre span from bow to stern.

Throw in a high – revving V8 and an eight – speed auto that clings onto gears, and you’ve a recipe for deep philosophical confusion. lf you want waft, try the LS460 Luxury – or, better still, hang on for the new S-Class. lf you want sporting, buy a sports car.

Hyundai Sonata 2.0 Sport

There was once a radio commercial in which two very confused individuals cracked their heads to identify a certain car. One of them believed it was a Mercedes while the other insisted that it had to be a Jag. A third voice interrupts to end the guesswork and reveal the true identity of the car. That was how people came to know the Hyundai Sonata - a car which packed the visual selling points of desirable continental marques in a package that cost notably less than a Japanese runabout.

Oh, but how the time have changed. Like its sister company Kia, Hyundai no longer suffers from an identity crisis. It now revels in an image it has carved for itself, one that was kickstarted by launching the current-gen Sonata several years ago. As the car's cutting-edge design wowed the world, those who drove it were left a little wanting. It still felt very Hyundai behind the wheel, which was disappointing given its new, great looks.

Now, Hyundai are at it again. The 2.0 variant gets a new 'Nu' engine, the very same unit used in the smaller Elantra. Output is similar to the outgoing Theta engine but the new powerplant is lighter, making the new car less front-heavy which consequently reduces the likelihood of understeer. From the driver's seat, the new engine feels and sounds more refined too. It may not win you many drag battles but the two-litre unit does the job well as a day-to-day workhorse.

One of the Sonata's weakest areas was its steering. In its latest from, it is clear that the Hyundai engineers have tackled the issue, tweaking the electric steering to offer more feedback and sharper response round the bends.It is far from perfect, because feedback is not as sharp as required on fast and tight corners, but it is still a good try nonetheless. It is another step forward.

The Sonata shines on the inside as much as it does outside. The dashboard has been tidied up for a cleaner look and to make room for more cubbyholes. The cabin is made up of a curious mix of cheap plastics and high-grade materials but everything feels well put together in the end. Legroom is abundant especially in the rear while ride comfort is commendable. This is a car the passengers can easily doze off in on long hausls as long as the driver does not go beyond the speed limit often, which is when wind noise begins to intrude into the cabin.

Back when this Sonata line first popped up, many of us believed that Hyundai had finally found its groove. The truth was, Hyundai were merely on its way. There were still creases to iron out and gaps to fill. This updated Sonata represent a step closer - it's further proof that Hyundai can make a car that looks good and drives well too. No wonder the Japs are scurrying.

Renault Captur ( Let me try too hard to entertain you)

WERE THIS CAR to metamorphose into a dinner guest, you might well think twice about sitting next to it.There's only so much of the chucklesome, balloon-animal-tying-whilst-yodelling-Captain-Pigeon behaviour inevitably attendant to the wearing of a deafening waistcoat and a revolving bow tie a man can take before reaching for the service revolver.

Clearly, the good burghers at Renault have taken a long, lingering (if somewhat late) look at the sales figures Citroen has extracted from its DS3 merely by dint of painting the roof a different colour, and decided to cop a copycat feel of the B-SUV market.

So Renault's Captur 'Ta-Daaah's to centre stage as Timmy Mallett made metal; a machine trying so hard to entertain that it's something of a surprise to discover that the horn does not replicate an Unterseeboot 'dive' klaxon, the engine does not backfire with the passing of each telegraph pole and the bloody doors do not, in fact, ceremoninously blow off to mark the start of every journey...

And that's a perfectly good idea. Because- whilst Radio 2 keeps us company in the wait for the Ford EcoSport, Pegeout 2008 and (ulp) Fiat 500X - crossovers such as Dr Frankenstein's first punt at a bulldog, the Nissan Juke, and the John Goodman of the Mini range (without the charm), the Countryman, currently dominate the segment. So, undeniably extrovert in isolation albeit, in this company the Captur merely adds another dollop of Marmite to the mix.

At 100mm taller and some 100kg heavier than the Clio on which it is based, the front-wheel-driver-only Captur is all about personalisation. A range of largely mouth-or, depending on your perspective, eye-watering colour schemes incorporate that all-important alternative paint-pot roof, funk to funky graphics including the biological first,'insect spine', and a heavy-handedness with chrome.

On board, credit must be given for the lively exterior colour-match detailing, and zip-off seat covers which, presumably, must all go in the washing machine together to avoid uneven fade rates. A resounding raspberry, however, targets the shiny plastic on the lower half of the helm, which makes it uncomfortable to hold, marring an otherwise fine driving position some 10cm higher than the Clio's.

Beneath this melded chintz of concept car and occasional clunk lies a remarkably spacious proposition with occasional practicality issues. The rear bench seat slides to offer either ample legroom or additional loadspace; the latter position, unfortunately, realising a hungry gap between the seat backs and a double-sided false floor boasting carpet or rubber finish and decent additional storage below.

A range of plastic divots and undersized cupholders behind the gear lever smacks of alterthought, and the wide-spaced Art Deco sunburst of elastic straps on the front seatbacks will restrain little save a rampant clematis. The vast,11-litre glovebox which slides open like a filing cabinet draw is, however, excellent...and not fitted to right-hand-drive cars.

Three engines, all turbocharged, are available; a 0.9-litre, three-cylinder, 89bhp and 1.2-litre, four-cylinder, 118bhp petrol units and a 1.5-litre, 89bhp turbodiesel. With the UK sales-monstering three-pot unavailable, l sampled both four-cylinder engines.

Renault's torquey,stalwart,1.5-litre turbodiesel needs no introduction. Mated to a five -spped manual it does exactly what it has always said on the tin, equating to 62mph in 12.6 seconds, just1 106mph flat-out, a claimed 76.4mpg and 96g/km of CO2.

Thus armed, the Captur makes for a largely pleasant drive hallmarked by both a surprising reluctance to understeer and a starting reluctance to settle. The stiff springing required to elicit a cornering alacrity almost unseemly in a small SUV has been wedded to damping that lacks sophistication.

The upshot is inconsistency, both in body control and ride quality, with a deal of Grade A crashing about accompanying poor road surfaces. Most families would surely sacrifice a chunk of that cornering prowess for a touch more waft in the cruise.

Unfathomably, given a minimal, 10kg weight difference, the new 1.2-litre turbo unit mated to a six-speed, twin-clutch, automatic gearbox proves an altogether more soothing proposition, almost as if the undercarriage ups its game, settling down a tad more in response to the oleaginous nature of the drivetrain. Further adjudication on crappy English roads is essential, but as things stand it is, inexplicably, the better drive...

Undoubtedly up there with the anchovy in the taste-polarising stakes, the Captur is as in your face as a drunk on a rush-hour tube train.It's also gently personable, admirably spacious and adequately practical. It demands attention not only for the high-class-escort-agency levels of personalisation it offers, but also for blatantly competitive pricing - £12,495 to £18,895 - that makes it a Morecambe Bay holiday cheaper than the Juke and a Maldives honeymoon less expensive than the Countryman.

Porsche Cayman

REASONS TO CHOOSE a new Cayman over a 911? There`s money,of course.There`s money,of course.The quitessential rear-engined Porsche coupe will set you back at least half a million bis ones,once the COE system is done with you. Probably tens of thousands more top of that,once you`re through with the options list.In comparison, a naked,COE- free Cayman wants just $253,988 from you,which is hardly pocket change but isn`t a world away from SLK350 money.And things being what they are with the law at the moment,this also means that the down payment alone on a 911 is enough to pay for more than two-thirds of a Cayman.

The price gets you a Cayman that`s longer,lower and ever-so-slightly wider than its predecessor(the dimensions are 4,380mm,1,801mm and 1,295mm for length, width and height if you`re a numbers man),and yet lighter by about half a slim person,thanks to the use of aluminium on the much of the bodywork.There`s a new engine range too,kicked off by the one tested here,a 2.7-litre flat-six with 275bhp.Hooked up to the seven-speed twin-clutch gearbox,it launches the Cayman to 100km/h in 5.6 seconds, which isn`t supercar fast but an entirely respectable time.More to the point , there`s no turbo so this isn`t a case of instant torque availability, with ready grunt everywhere in the rev range. lnstead you have to reach for the power,which has its own rewards, particularly since the engine lets out a musical blat that rises in pitch and volume with revs,until your small hairs stand alert.lt may not have the pace of a 911, but the Cayman has its vocal cords.

Yes,if you do buy a Cayman it will be down to the way it goes around corners and not how quickly it reaches them. At least,that`s the reason you ought to buy one. As with all the world`s great racing cars, the Porsche`s engine sits between you and rear wheels-not that you`ll ever see it,because under the tailgate is a plushly carpeted boot, some stylish caps for coolant and lube to slosh in, and no other sign of a combustion device anywhere - and though it`d be a stretch to claim that the Cayman handles like something out of F1, it`s certainly true that the way it divebombs into corners is the stuff of ecstasy.Some of the first car`s purity of steering feel has been sacrificed on the altar of fuel economy,necessitance a switch from hydraulic assistance to electric, but there`s still an accuracy and immediacy to the helm that can at times take your breath away.Stability,too ,is a Cayman strength, and to get an unwelcome wiggle from the body or even a wink from the stability control lamp,you`d have to be brutally ham-fisted.It`s a supremely planted car, no doubt,and there lies a rub: that chassis is capable that it leaves you wondering if its abilities might not be better served by an engine with a bit more power.

While you ponder that,it`s worth assessing the Cayman`s merits as a daily driver,which are considerable.It`ll be reliable naturally.Years of quality surveys say that Porsches are examplary in that Porsches are examplary in that sense.It`s restricted to two, but then so are cars of its ilk.A mountain bike isn`t going to fit, but between the front and rear boots you have 325 litres of cargo room,so it`s as practical as you could expect a sportscar to be .Leaving practicality aside, the new car is a nicer place to be in than the first Cayman.lt has the new Boxster`s dash and the improved quality that comes with it, and the body`s extra length is supposed to have translated into a cabin that`s larger.Not that the old Cayman`s interior was cramped, anyway.

Mind you,your Cayman won`t feel much like luxury transport unless you`ve  spare cash for a set of options.Even fundamentals like parking sensors and a rear wiper are extras,and if you want exec things like fully power-adjustable seats and satnav... maybe you`d better sit down for this , but those last two options alone will cost at least 25 grand.For our money, the sports exhaust is worth a splash ( for $8,811) because it will be like handling the gloriously worth considering is the Sport Chrono Package ($8,231),not for the neat stopwatch it adds to the dash, but for the 'Sport Plus' button that sharpens up the drivetrain (enough to drop the sprint time to 100km/h to 5.4 seconds) and gets the stability control system to close an eye when you`ve small slides to catch.

But spending extra to quicken up a Cayman leads to the question of whether it`d be worthwhile to stretch all the way to the 3.4-litre Cayman S.lts detuned 911 engine offers 50bhp more to play with, after all,enough for the parts of you that digest you food to feel, and an all-dancing chassis deserves and all-singing engine.Still, the two cars stand separated by $ 57,800, which could make all the difference to some buyers.lt's a no-brainer if you can afford the extra outlay, but if you can`t,the basic Cayman isn't going to disappoint.lt's the best thing for the money, and good enough for you to feel that a 911 can wait...

• Price: $ 253,988 with COE
• On sale: Now
• Top speed: 264km/h
• 0-100km/h: 5.6 seconds
• Economy: 7.7L/100km
• Kerb weight: 1,340kg
• Engine: 24v,Flat-6 2,706cc
• Installation: Mid,longitudinal,RWD
• Power: 275bhp at 7400rpm
• Torque: 290Nm from 4500 to 6500rpm
• Gearbox: Seven-speed dual-clutch
• Fuel tank: 64L
• Boot: 325L
• Wheels: 19-inch alloy
• Types: 235/40 R19(front),265/40 R19(rear).

BMW M6 GranCoupe

And good afternoon to you, stout salesman chappy. Now, I' m after a BMW. I wonder if you have anything RWD, with  about 550 horsepower and seating for four? The M5 saloon, you say? Far too tall. Far too conventional. Far too much  rear headroom. What's that? The M6 coupe? Couldn't possibly get by with only two doors..."

Call Top Gear cynical, but Top Gear suspects this conversation has not reverberated through many BMW dealerships around the globe. But it's to such strangely specific tastes that BMW  is apparenly catering with the M6 GranCoupe, a car that, depending on which way you squint, is either a squished-roof M5 or an M6 coupe with a couple of extra doors bolted on. BMW would prefer you thought of it as neither, instead hailing the M6 GC as its "absolute flagship, the most exclusive way to experience BMW". Tough to argue with that one on price: from £97,525, the M6 GC is over 20 grand dearer than the larger M5, and £4,000 more than the two-door M6. Brave sell.

But you know what? The M6 GC, against logic, makes a compelling case for itself against its all-but-mechanically-identical brethren. It's our favourite of BMW's big M-cars, somehow feeling genuinely special - and let's face it, you really want a 100-grand car to feel special - when the M5 seems a trifle chunky and the M6 overwrought.

So how does the M6 GC make sense of its seemingly senseless brief? It doesn't hurt that, speaking entirely objectively, it's the best-looking M-car in a generation. The standard 6 GC is a fine-looking thing, and the M- divisioneers have wisely chosen not to get too heavy-handed with its sporification, limiting their enhancements to a neat twin-strut front grille, a delicate diffuser between the two banks of rear pipes and a stunning set of gold-calipered carbon-ceramic brakes. The interior is similarly restrained, infusing  the stock 6 GC's wraparound cabin with a subtle array of M-ness and some natty red 'n' blue stitching.

Ample fastness helps, too. As you may have guessed, with the same 4.4-litre, 552bhp twin-turbo V8 as the M5  and M6, this thing goes like  the proverbial off a shovel. Find an obliging stretch of autobahn, and the M6 GC charges towards its 305kph ( delimited) top speed with the head-down, blinkered insanity of a bull elephant on an urgent booty call. At any speed, any revs, the GC offers up a wrecking-ball thump of power, firing you off deep into the middle distance and far out of sight of just about anything else on the road. Now we've finally recovered from the shock of BMW's big M-cars doing turbocharged, can we take a moment to salute the excellence of this engine? It's a mighty thing, capable of calmly woofling along at low revs before serving up a gut-punch of torque that gives way to a headlong, rousing charge past 7,000rpm. This is 21st-century muscle, and we love it.

As, yes, you may well point out, you can have all that power and muscle from the M5 saloon for 20 per cent less cash, with an extra seat, more bootspace and proper headroom for rear passengers. But the saloon is a wheezing slowcoach beside the M6 GC, cracking 0-100kph in 4.3secs when the four-door coupe goes a tenth quicker. Maybe those improved numbers have something to do with the GC's marginally more slippery shape, as it's certainly nothing to do with weight: the coupe-style four-door actually weighs a few kilos more than the saloon.

But here's the thing. Despite being no lighter, the M6 GC does seem a more wieldy, pointy drive than the M5. Maybe it's the carbon-fibre roof and squeezed glasshouse lowering the GC's centre of gravity. Maybe it's the lightly revised steering and throttle maps. Most likely it's simply the psychological effect of a tighter cockpit and lower roofline. Whatever, the M6 GC seems to wrap around you a mite more than the M5, changing direction with a little more eagerness, feeling less of a squeeze down drystone B-roads. A little more coupe, a little less limo. The seven-speed dual-clutch 'box, a touch hesitant when parking or inching though traffic, turns santoku-sharp on track-spec upshifts and downshifts, smashing through the gears with crystal clarity.

The M6 GC's neatest trick is that it somehow manages to make five-hundred-and-something horsepower seem friendly-modest,even. You rarely worry the GC will overwhelm its rear tyres, so metered are its responses and smart its traction-control gubbins. Of course, it'll indulge in vast, raunchy drifts if you so desire, but most of the time the M6 GC renders its power gloriously accessible. And, sure, the two-door M6 manages the same impressive duality, but-and again this is wholly subjective - the GC seems a more resolved proposition, the four-door shell a better match for the big, barrel-chested V8 than the curiously unwieldy two-door coupe.

So it's a well-manicured thumbs-up for the M6 GC. Is it good enough to beat the cheaper, even-more-powerful Mercedes-Benz CLS63, not to mention the upcoming Audi RS7, which wraps the same twin-turbo V8 as the RS6 ( tested on page 130) in a coupe-ish body? It'll be mighty close,we suspect, but first there's one more BMW-branded fly in the M6 GC's ointment. The 640d GC. The 640d GC. The range-topping diesel GranCoupe melds that same swoopy body to BMW's lovely 3.0-litre straight- six and comes up with a price-tag some 30 grand cheaper than the M. Though it can't quite match the M6 GC for fearsome, off-the-bat acceleration, with 313bhp and a bruising 646lb ft of torque, it'll get mighty close: the 0-100kph run takes just over a second more than the M6, with in-gear punch that won't offer an inch to the V8 petrol.

No, the 640d doesn't make such a noise (though the M6 is more muted than you might expect), and no, you don't get the M-division goodies, but you'll be able to get to the end of your road without refuelling. On our test run in the M6 GC,we managed 14mpg: our long-term 640d will do over 40mpg, even if you give it some stick.

That said, if you're in the potential market for a £100,000, mediumly impractical four-door, saving the pennies probably isn't a huge worry. If it's gotta be big and it's gotta be M-Division, the M6 GC is as good as it gets.

Mitsubishi Pajero Sport VGT

We tried the Mitsubishi Pajero Sport VGT before but at the time that particular Pajero's engine was still new and engine performance turned out to be pretty much dismal.

Mitsubishi Motors Malaysia gave us another unit recently and this time around the engine had some mileage to ensure it was not as tight as a new unit. It had about 36,000km on it.

We drove the Pajero Sport VGT from Kuala Lumpur to Kulim,Kedah, fully loaded. Even with three adults and three children, plus five-day luggage, this truck-based SUV surged ahead as if it was empty. This is why diesel is the proven choise to those who ferry a lot and over long distances.

Ride quality is better that that of the Triton pickup truck simply because the Pajero Sport is not designed to carry heavy loads. The rear suspension uses a 3-link system with coil springs and a stabiliser bar- a better bet at carrying lighter loads and providing a more comfortable ride.

What amazed us was its build quality.There was nary a squeak inside the cabin. This SUV had gone though offroad expeditions and overland trips but everything was still intact.lf only it had come with a better sound system we could have easily drowned the diesel clatter emanating from behind the firewall.

Mitsubishi Motors Malaysia is currently offering a two-year free maintenance programme, cash rebates of up to RM5,000 and free accessories worth RM1,800 if you look the Pajero Sport VGT. Now that can only make this tough Mitsubishi all-rounder SUV even more irresistible.

Hyundai Veloster 1.6L Premium

The Veloster is all about the hip and trendy market and Hyundai is very sure this coupe's aggeressive design will punch a hole through that segment.

On looks alone, the Veloster certainly is different. On its own, it looks petite and compact but park another coupe or hatchback next to it and you suddenly realise it knows how to hide its sizeable proportions. The fact is, the Veloster is tallish and it can seat four adults comfortably.

Malaysians are a practical lot. We want something sporty but we also want doors at the back because somewhere deep in our cerebral cortex a car must be able to ferry five people even though there's no family in sight. Perhaps we are not alone in that, and that is why Hyundai decided to add a third door to a coupe. Thus, the Veloster was conceived.

Having that extra door makes the rear seats can fit in at the back. The only problem is the head is right  under the rear windscreen and, if it is not tinted, getting one's brain to melt under the hot sun is quite a possibility. Anyway, the Veloster takes in four, including the driver, because the rear holds two separate seats, not the usual three-person bench.

The boot is 320-litres big and has a flat floor, so here again Hyundai plays the practical card rather well. Fold down the 60/40 rear seat and this can be a really hot delivery machine.

The rest of the cabin is interesting too. The dashboard uses similar design architecture found in other new Hyundai cars, namely the Elantra and the Sonata. To cater to the desire for premium touches, you get a 7-inch touchscreen display unit on the dashboard, a steering wheel littered with buttons, a full auto air-con,Bluetooth hands-free and a Supervision instrument cluster which has a design explained by Hyundai as "dual-cylindered like the twin pipes of a motorbike exhaust". However,why anyone would want a pair of exhaust-like objects pointing directly at the face remains a mystery.

Anyway ,the 6-speed automatic gearbox is the one also used in Hyundai's other madels. That said, the automatic variant of the Veloster is not as zippy as the manual version but it is still quite fulfilling when you know how to squeeze more torque  from the engine. On the zig-zagging bits of trunk  road in the innards of Negeri Sembilan we were very impressed with its surefootedness but we would really applaud enthusiastically if the local Hyundai importer were to be a touch more adventurous and bring in the turbo engine. With the currently available 1.6L, the chassis is somewhat of an overkill.Bring in the turbo and we are pretty sure the petrol junkies will start singing the praises of kimchi.

Things we do not like? There are a few actually, like the lack of power once it hits the open road, and the iffy sound insulation. We think Hyundai can do better in both instances.

Range Rover Evoque 2.2L Diesel

The compact SUV genre is normally filled with soft-roaders which are SUV- like in stance and looks, albeit with an AWD system and jacked-up suspension plus some tough plastic bits that make them look like they are ready to challenge the worst trails of Tibet.

The truth is, most will not see a muddy trail in their lifetime, hence a 2WD variant makes more sense in Malaysia, or one that is capable of transferring torque to the approriate wheels when needed.

Or, you can ditch those ideas, pay close to RM400,000 and get a compact SUV that looks hotter than Neelofa,Nora Danish, Diana Danielle all rolled into one and the envy of everybody. Meaning, buy the Range Rover Evoque.

Coming in either coupe or a five-door guise, the Evoque is both practical and sexy. Unlike cars, throwing on another two doors does not detract from the Evoque's looks. With its short roof, long nose and blacked out roof pillar design (ala Mini perhaps?) it is difficult not to look at the Evoque twice.

The 5-door Evoque in Prestige trim gets an oil-burning 2.2-litre turbodiesel engine under the front aluminium hood. The 2.2 Duratorq inline-4 engine is used in various other vehicles around the world, notably too by Ford. In Malaysia, the new Ford Ranger T6 has a variant which runs on the same engine platform but performance-wise it's not even close to the Evoque.

Anyway,Prestige trim gives you tonnes of niceties. The list includes items like 20-inch alloy wheels, voice control, park assist, adaptive Xenon headlights, 5-inch TFT driver's info screen, 380-watt Meridian audio system, leather interior,navigation system,powered tailgate and much more. If you ask us, the reverse camera is a good investment because with such a smallish rear windscreen you would be lucky to even get some light into the cabin from that area.

The tapering roof shouldn't be a worry. Adults fit in comfortably at the back and since this is 5-door variant nobody has to squeeze in to get to their seat.

For the driver, the only initial problem is that the cabin can feel a bit claustophobic. Those short windows look stylish but they offer minimum glass area. Luckily, it is a nicely appointed space with comfort level knocking on European standards.

The Evoque looks athletic for a simple reason: it is athletic. Thanks in part to its aluminium body, the Evoque felt light, sharp and spirited. Steering feelback felt very car-like and diesel clatter could only be heard from outside the cabin.

Naturally, the Evoque is Range Rover at heart and remains offroad capable. If you must, the Evoque has a 500mm wading ability. In essence, the Evoque is an urban warrior, but it still has a four-wheel-drive system, and an intelligent one at that. The Terrain Response System can adjust to the terrain and conditions to offer the best traction possible. Leave it in normal mode and it gobbles up the tarmac and gives a very plush ride.

Seating for five, a 575-litre boot and a diesel engine that is both frugal and full of torque, the  Evoque has a lot to offer; in fact, it's enough to make a premium sedan sound boring.

Peugeot 2008

In the old days, we'd have been talking about a small estate car here. But the car world is all mashed up right now, and so- instead of recreating the 207 SW-Peugeot has decided to plump up the 208 to create the 2008. lt 'll fight for attention among Renault Capturs and Nissan Jukes in the increasingly busy small 'n' chunky crossover market.

Inside, it feels similar to a five - door 208, with the addition of a few centimetres of extra headroom for rear passengers. Outside, it measures just under five feet to the top of the roof bars, making it 65mm taller than a 208.The boot's pretty useful, and the floor is flush to the edge for easy loading. The rear seats fold completely flat, giving you room for a few bags of footballs.

The cabin layout is familiar, although there's a new handbrake (looks a bit like ET's head) and refreshed materials. Our car had coppery air-vent surrounds, a dash trimmed in what felt like hessian matting and seats covered in bronze fishnets. It's as if the designers spent hours in furniture stores, feeling up Nordic lampshades, wondering where similar effects might work in a car. But somehow it all comes together quite well, and on several occasions we found ourselves stroking the dashboard or running a finger around the vents.

If only the exterior were so appealing. The surfacing feels a bit plain, and it relies on tricks and fillers to disguise unflattering shapes. See the roofline? Instead of following a steady curve, it rears up above the B-pillar, like it does on a Skado Roomster. There's an attempt to hide this with chrome inserts above the rear doors, but even generous observers might call it forgettable, as if it's caught between old-school Pug ugly and the firm's future good looks, as shown by the new 308.

The biggest surprise is the way it gets down the road. This VTI weighs just 1,080kg, and it's not that tall, so there's not much slop. The 1.6-litre petrol-a less powerful, non-turbo version of the 208 GTi's- feels lively and smooth. The ride, on both 16s and 17s, is well-behaved. The steering has more weight and accuracy than a 208's. The 1.6-litre diesel- although strong-weighs 100kg more, most of which is over the front wheels.That's a decent whack of extra mass, and really feel the difference, whether it's over speed bumps or though the thick of a corner, where it has a tendency to drift a little wide.

The 2008 is FWD only, although pricier versions come with Grip Control, which uses electronics to divvy up the power across the front axle. Like a Range Rover, you can tell it what sort of surface you're on. Unlike a Range Rover, it will not fully defeat the landscape. Essentially, it's just an elaborate-although reasonably effective-traction control system....and a slightly unnecessary gesture towards its SUV aspirations.

Honda CR-Z CVT

These days many cars have a button that activates some of 'Sport' mode to spice things up a little and some cars with this nifty feature linger in our memories longer than most. For a certain Japanese  chap by the name of Norio Tomobe, the special one is the BMW Z4.

Why does Tomabe-san matter and what has the Bavarian brute that captured his heart have to do with any of this? Norio Tomabe is the Large Project Leader of the new CR-Z which looks pretty much unchanged from the previous one but is really a much transformed vehicle underneath. Thank to Tomabe's love of the Bimmer, we now have a sporty Honda Hybrid that's grittier than ever.

Apart from some minor nip and tuck to the exterior and new cabin upholstery, the new CR-Z offers very few clues that is an updated model.Nevertheless, the big changes are real and effective. For one, the new car boasts a secret weapon in its compart frame: a new lithium-ion battery that is both smaller and lighter than the previous nickel metal hydride unit. The new battery produces 44 per cent more voltage and power, and boosts the electric motor's output from 14bhp to 20bhp while returning an estimated extra 0.2km per litre.

The new hardware also shaves 0.7 seconds off the CR-Z's century sprint, with the new car doing 0-100 in nice seconds flat. Let's be honest, nice seconds is not exactly something to boast about nowadays but given Honda's grenn approach with the CR-Z's hybrid underpinnings it is still a sporty and fun car, even it is far from being a true sportscar.

This brings us to the new CR-Z's other secret weapon. The 'S'+ button.Tomobe-san enjoyed the Sports button in the Z4 so much that he made it a point for the new CR-Z to carry something similar. The original CR-Z had three driving modes, Sports,Normal and Econ.The new one has 'S'+ added to it. Where the Sports mode increases throttle response notably,Plus Sport mode goes one better by letting a momentary electric boost to kick in once activated via the steering-mounted button. The result: a sudden surge of electrically- induced torque and power. This is especially useful when the petrol engine starts playing an exhausted note. Indeed,it's a big kick. In Tomobe's words, engaging the Plus Sport mode while doing 100kmph will allow you to hit 180kmph in just seven seconds.Fun? Bet on it. We found absolutely no reason to doubt it after happily fiddling with the new button on a drive from Kuala Lumpur to Penang.

There's a slight catch. Because such a feature demands so much from the electric motor, it can only be activated if the battery is at least half full. It will switch off automatically once the driver eases off the throttle or once the battery runs out of juice. Like all hybrids, the battery will be recharged via either the alternator or regenerative braking.

While we are on the topicof hybrids and batteries, it is worth noting that despite it being a sports-inclined vehicle, we still managed to sqeeze out a healthy 15km per litre from the CR-Z.We achieved this by keeping the car in Econ mode most of the time and only resorted to the magic button for some extra oomph - which we did rather often. This proved more efficient than driving the CR-Z mainly in Sport mode.

The test unit came with a CVT gearbox. Naturally, the cheaper six- speed manual variant will prove more enticing to the proper petrolhead. However, the ease of operating one pedal less is raking in the bookings for Honda.This is because the CR-Z is still thoroughly enjoyable even in CVT guise. The automatic gear changes may lack excitement but are smooth and spot-on nonetheless while the dreaded rubberband effect is pleasantly non-existent. Additionally, gear  shifts are almost always more efficient with a CVT gearbox than human input, which translates to better fuel economy.

If there is one thing we remember vividly about the old CR-Z, it is its superb ride and handling. This is again apparent in the new model. The well-balanced chassis and nicely damped suspension make it a joy to chuck around the bends. We wished we had a stick shift for corner- infested roads to fully enjoy this trait. Nevertheless, the paddleshifts combined with the CVT to make things a little more bearable.

In its latest from, the CR-Z may carry a higher price tag but it does come with noticeable improvement, especially in the performance department. It is neither the most sensiblenhybrid nor the most serious driver's car around but it fits in well between both worlds,exposing the driver to the thrills of driving with its sterling ride and new Plus Sport system while offering the option to go green with its IMA hybrid setup.Who says you can't have it all?