Saturday 27 December 2014

New Nissan X-Trail open for booking in Malaysia – 2.0 2WD and 2.5 4WD, CKD starts from below RM150k

 
Nissan X-Trail Malaysia 7
The new Nissan X-Trail will be open for booking in Malaysia tomorrow. The mid-size SUV, which will take on class favourites Honda CR-V and Mazda CX-5, will be available with two engines – 2.0 and 2.5 – and with estimated prices starting from below RM150k for the 2.0 and below RM170k for the bigger engine.
Readers of this website should be fairly familiar with the third-gen X-Trail – we covered the SUV live from motor shows in TokyoJakarta and most recently Bangkok. Edaran Tan Chong Motor (ETCM) revealed back in August that the X-Trail will be unveiled at the end of the year in CKD locally assembled form, and that has now come true.
Underpinned by the Renault-Nissan Alliance’s Common Module Family (CMF) platform, the new X-Trail ditches the previous two generations’ boxy shape and tough image for a curvy crossover form that’s more in line with the mainstream. First shown to the world at Frankfurt 2013, the production design doesn’t stray far from 2012’s Hi-Cross Concept.
Click to enlarge
This time, the X-Trail is a 5+2 seater, and those two emergency seats could prove valuable in its fight against the Honda and Mazda here. The small seats, which come with three-point seat belts, can be flat folded 50:50 into the floor. When they’re needed, there’s a compartment under the boot floor to keep the tonneau cover in place. With the third row folded, boot space is 550 litres. Fold the (60:40) second row and you get 1,520 L.
The 2.0 litre engine is a new direct injection unit with 144 PS and 200 Nm of torque at 4,400 rpm. The Twin CVTC MR20DD unit is paired to the latest Xtronic CVT gearbox with ECO mode and a seven-speed manual mode, a feature that’s absent in both Sylphy and Teana CVT sedans. The QR25DE-k2 2.5 litre engine puts out 171 PS and 233 Nm at 4,000 rpm, and uses the same gearbox.
The 2.0 is 2WD (FWD) while the 2.5 comes with Nissan’s All Mode 4X4-i system. In the latter, a knob on the centre console allows the driver to select between 2WD, Auto (on demand) and 4WD Lock (50:50) for off-roading. The 2.0 gets an extra cubby in that place. In Auto mode, Yaw Moment Feedback Control improves handling by distributing torque to the rear wheels according to steering and accelerator positions.
Nissan X-Trail Malaysia 40
The SUV also gets an Active Chassis Control package that includes Active Ride Control, Active Engine Brake and Active Trace Control functions, on top of more common Hill Start Assist (for slopes above 5%) and Hill Descent Control (only in 4WD Lock mode, speed locked between 4-15 km/h). No new components needed – all the above are manipulated by the engine, CVT and Vehicle Dynamics Control (VDC) modules.
In Active Ride Control, engine torque is varied slightly according to the bumps on the road surface (plus small amounts of braking) to reduce pitching movement. Active Engine Brake tells the Xtronic CVT to add a degree of engine braking when cornering or coming to a stop. Active Trace Control brakes individual wheels during cornering to cut understeer. It will engage at any point in the corner, whether at entry, mid-corner or exit.
We finally come to equipment. The 2.0 2WD is pretty well kitted, with DRLs, automatic (halogen) headlamps, keyless entry with push start button, Advance Drive Assist Display (five-inch colour display between the dials), cruise control, steering buttons, leather steering/shift knob, and Nissan’s Around View Monitor + reverse camera to greatly assist parking.
Click to enlarge
The 2.5 4WD gets all of that plus LED headlamps, auto wipers, leather seats, a 10-way powered driver’s seat (including lumbar), four-way powered passenger seat and different trim.
Safety wise, both models get dual-airbags, ABS, EBD, BA, Vehicle Dynamics Control, Hill Start Assist, Isofix and the Active Chassis Control suite detailed above. Hill Descent Control is only for the 2.5 4WD. Both roll on identical 17-inch wheels and 225/65 rubber so the only external way to tell them apart is from the headlamps – halogen vs LED.
Five colours are available – Brilliant White, Tungsten Silver, Diamond Black, Graphite Blue and Titanium Olive. To recap, the 2.0 will start from below RM150k and the 2.5, below RM170k.


Read more: alanfromnissankotakinabalu@gmail.com or +60198527483 whatsapp

Friday 12 December 2014

NEW NISSAN X-TRAIL , OPEN FOR BOOKING

New Nissan X-Trail open for booking in Malaysia – 2.0 2WD and 2.5 4WD, CKD starts from below RM150k


Nissan X-Trail Malaysia 7
The new Nissan X-Trail will be open for booking in Malaysia tomorrow. The mid-size SUV, which will take on class favourites Honda CR-V and Mazda CX-5, will be available with two engines – 2.0 and 2.5 – and with estimated prices starting from below RM150k for the 2.0 and below RM170k for the bigger engine.
Readers of this website should be fairly familiar with the third-gen X-Trail – we covered the SUV live from motor shows in TokyoJakarta and most recently Bangkok. Edaran Tan Chong Motor (ETCM) revealed back in August that the X-Trail will be unveiled at the end of the year in CKD locally assembled form, and that has now come true.
Underpinned by the Renault-Nissan Alliance’s Common Module Family (CMF) platform, the new X-Trail ditches the previous two generations’ boxy shape and tough image for a curvy crossover form that’s more in line with the mainstream. First shown to the world at Frankfurt 2013, the production design doesn’t stray far from 2012’s Hi-Cross Concept.
Click to enlarge
This time, the X-Trail is a 5+2 seater, and those two emergency seats could prove valuable in its fight against the Honda and Mazda here. The small seats, which come with three-point seat belts, can be flat folded 50:50 into the floor. When they’re needed, there’s a compartment under the boot floor to keep the tonneau cover in place. With the third row folded, boot space is 550 litres. Fold the (60:40) second row and you get 1,520 L.
The 2.0 litre engine is a new direct injection unit with 144 PS and 200 Nm of torque at 4,400 rpm. The Twin CVTC MR20DD unit is paired to the latest Xtronic CVT gearbox with ECO mode and a seven-speed manual mode, a feature that’s absent in both Sylphy and Teana CVT sedans. The QR25DE-k2 2.5 litre engine puts out 171 PS and 233 Nm at 4,000 rpm, and uses the same gearbox.
The 2.0 is 2WD (FWD) while the 2.5 comes with Nissan’s All Mode 4X4-i system. In the latter, a knob on the centre console allows the driver to select between 2WD, Auto (on demand) and 4WD Lock (50:50) for off-roading. The 2.0 gets an extra cubby in that place. In Auto mode, Yaw Moment Feedback Control improves handling by distributing torque to the rear wheels according to steering and accelerator positions.
Nissan X-Trail Malaysia 40
The SUV also gets an Active Chassis Control package that includes Active Ride Control, Active Engine Brake and Active Trace Control functions, on top of more common Hill Start Assist (for slopes above 5%) and Hill Descent Control (only in 4WD Lock mode, speed locked between 4-15 km/h). No new components needed – all the above are manipulated by the engine, CVT and Vehicle Dynamics Control (VDC) modules.
In Active Ride Control, engine torque is varied slightly according to the bumps on the road surface (plus small amounts of braking) to reduce pitching movement. Active Engine Brake tells the Xtronic CVT to add a degree of engine braking when cornering or coming to a stop. Active Trace Control brakes individual wheels during cornering to cut understeer. It will engage at any point in the corner, whether at entry, mid-corner or exit.
We finally come to equipment. The 2.0 2WD is pretty well kitted, with DRLs, automatic (halogen) headlamps, keyless entry with push start button, Advance Drive Assist Display (five-inch colour display between the dials), cruise control, steering buttons, leather steering/shift knob, and Nissan’s Around View Monitor + reverse camera to greatly assist parking.
Click to enlarge
The 2.5 4WD gets all of that plus LED headlamps, auto wipers, leather seats, a 10-way powered driver’s seat (including lumbar), four-way powered passenger seat and different trim.
Safety wise, both models get dual-airbags, ABS, EBD, BA, Vehicle Dynamics Control, Hill Start Assist, Isofix and the Active Chassis Control suite detailed above. Hill Descent Control is only for the 2.5 4WD. Both roll on identical 17-inch wheels and 225/65 rubber so the only external way to tell them apart is from the headlamps – halogen vs LED.
Five colours are available – Brilliant White, Tungsten Silver, Diamond Black, Graphite Blue and Titanium Olive. To recap, the 2.0 will start from below RM150k and the 2.5, below RM170k.


Read more: CALL ALAN: +60198527483

Saturday 6 December 2014

WHY CHOOSE NAVARA


New Nissan Urvan

Nissan NV350 Urvan 14-seater van launched – RM110k


nisaan-nv350-urvan
The Nissan NV350 Urvan has been launched by Edaran Tan Chong Motor (ETCM), with the 14-seater microbus priced at RM109,800 (Peninsular Malaysia) on-the-road with insurance. The NV350 Urvan comes powered by a 2.5 litre turbocharged diesel engine and is paired to a five-speed manual transmission.
“This multi-purpose commercial vehicle provides transportation for business and leisure purposes, and now has a new and more powerful diesel powertrain with improved fuel efficiency to add on to its modern styling, comfort, and safety features,” said Tan Keng Meng, director of marketing and product planning for ETCM.
Imported from Japan, the NV350 is the successor to the current Nissan Urvan, boasting improved engine noise, vibration and harshness (NVH) levels compared to its predecessor. From an aesthetic point of view, the new Urvan sports a front grille similar in design to the Nissan Navara pick-up truck.
Step inside and the highlight of the interior is a 3.5-inch multi-function display that provides real-time data on fuel consumption, a gear-shift indicator to advise drivers on when to change up, odometer and trip meter figures. The car is equipped with ABS and Brake Assist.
The Nissan NV350 Urvan comes with a three-year or 100,000 km warranty.


Read more: call +60198527483 Alan

Tuesday 2 December 2014

Nissan Teana gets 5-star ASEAN NCAP safety rating

 
teana ncap crash test pix
The New Car Assessment Program for Southeast Asian Countries (ASEAN NCAP) has released its latest Q4 testing result – the Nissan Teana L33 has obtained an ASEAN NCAP five-star safety rating in both Adult Occupant Protection (AOP) and Child Occupant Protection (COP) segments.
The evaluator was a Thai-assembled 2.0 XL CVT model for the Thai, Malaysian and Singaporean markets – locally, the variant sits between the base 2.0 XE and top-of-the-range 2.5 XV in the Malaysian Teana lineup. The car scored a full 16 points in AOP testing, and also obtained a UN R95 side impact test pass rating.
The agency added that the Teana – which has Isofix and top tether available as standard fit in all ASEAN variants – was the first car to achieve a five-star COP rating in ASEAN NCAP testing, with 88% compliance, scoring 43 out of a possible 49 points.
The Teana is the third Nissan vehicle to undergo ASEAN NCAP assessment – the Nissan March received afour-star AOP rating (COP, 48% or two-star) in November 2012, while the Nissan Almera obtained a four-star AOP rating (COP, 52% or three-star) rating in July 2013. Prior to September this year, all COP results were stated only in percentage terms.


Read more: call alan +60198527483

DRIVEN: 2015 Nissan NP300 Navara – 4×2 and 4×4 tested on and off the beaten track in Chiang Mai

 
SONY DSC
Traditionally, people have only bought pickup trucks to haul large, heavy cargo or to trawl through the most hostile of environments. The utilitarian nature of these vehicles mean that while some concessions have been made in the name of day-to-day liveability, these vehicles are still, for the most part, uncouth and rickety.
Things are changing, however, and there is a new breed of buyers who buy these things as lifestyle vehicles, especially in Malaysia where their duty-free status make them relatively cheap compared to SUVs. And as they get used more and more for leisure, naturally, there are more and more demands placed on them to be nicer and easier to drive in the concrete jungle.
With the new Nissan NP300 Navara, there does seem to have been a concerted effort to boost the appeal of the pickup beyond the traditional workman types. This is reflected in the “Tough. Smart.” tagline that sits in contrast to the “Mother Trucker” moniker the outgoing car gained locally. The spec sheet, for example, reads like it belongs to a D-segment sedan, so comprehensive are its creature comforts.
But all these trappings would be for naught if it continues to have all the refinement and the driving manners of a shed – if it wants to be taken seriously as a car that can still be used when it’s time to put down your hard hat, it has to be reasonably comfortable and easy to drive without compromising on its capabilities as a workhorse. So, has it managed to achieve this? We drive the new contender in Chiang Mai to find out.
SONY DSC
The shift towards greater sophistication mirrors the general trend of the pickup market, but the Nissan NP300 Navara arguably goes the furthest, at least on higher-end models. Among the features available include LED projector headlights, keyless entry, push button start, dual-zone climate control, an auto-dimming rear-view mirror and a large colour TFT LCD multi-function display in the instrument cluster.
Safety equipment is also top-notch, with up to seven airbags (including one for the driver’s knee) as well as stability control, Active Brake Limited Slip, Hill Descent Control, Hill Start Assist and a rear-view camera. If local distributor Edaran Tan Chong Motor wants to keep its newfound reputation for safety it gained with the latest Sylphy and Teana, it would do well to retain most, if not all, of these features.
Left: new NP300 Navara, right: current Navara
Complementing these upgrades is a smoother, more homogenous design compared to the minimalist, slab-sided predecessor. Nissan’s signature “V-motion” grille flows into the shapely bonnet and pushes the outer edges of the hood upwards. These lines are echoed in the sculpted fenders, and together with the interplay between convex and concave surfaces on the door section, they give the car an muscular, athletic stance.
It’s a handsome, thoroughly modern look, and buyers will surely appreciate the aerodynamic benefits of the more streamlined design. The flowing roofline, optimised glass surface offset and tailgate spoiler all help to cut drag massively. As a result, the coefficient figure drops from 0.43 Cd to 0.37 Cd, an outstanding number on what is still a large, bulky vehicle.
SONY DSCSONY DSCTop: new NP300 Navara, bottom: current Navara
Measuring 5,255 mm long, 1,850 mm wide and 1,785 mm tall, the NP300 Navara is slightly longer and lower spec-for-spec compared to the current model. The height decrease, compared to a slight increase in ground clearance reduces the cross-sectional area, further aiding aerodynamics. Also significant is a 50 mm reduction in wheelbase to 3,150 mm, which contributes to a smaller turning circle.
Sitting inside, you don’t notice any reduction in interior space. Nissan says it has played around with the seat base positioning and torso angles and pushed the dashboard further forwards to free up precious amounts of space. The result is decent amount of head- and legroom for the front occupants, although the rear quarters is still too cramped and upright for passengers to really be comfortable.
SONY DSC
Up front sits a dashboard that would not look out of place in a modern Nissan sedan. The hard plastics do mar the illusion somewhat, but they are the norm in the segment – and at least in the Navara they feel durable and well screwed together. There are also many a cubby hole for you to store anything you could ever need to store, including a neat tray on top of the dash complete with its own power socket.
The optional powered driver’s seat provides much adjustability, and the Teana-esque zero-gravity inspired seats provide a decent amount of support on long journeys. But the steering wheel (also cribbed from the Teana) doesn’t move high enough in rake and there’s no reach adjustment, although the more vertical tilt does a lot to give the interior a more passenger car feel. And hey, there are rear air-con vents! On a pickup!
Left: new NP300 Navara, right: current Navara
Pop open the bonnet and what you won’t find – at least in our trucks – is the new YS23 2.3 litre diesel that is derived from the Renault Master van. This mill will only be available in countries with fuel grades Euro 5 and above (such as Australia) and produces 188 hp at 3,750 rpm and 450 Nm of torque from 1,500 to 2,500 rpm. Fuel consumption is quoted to be 19% better than the old YD25 2.5 litre turbodiesel.
You also probably won’t find the QR25 2.5 litre four-cylinder petrol from the Teana that is currently being adapted for use on the pickup. That’s surely better suited to the oil-rich countries in the Middle East.
What you will instead be finding is an updated version of the YD25, available in countries with fuel grades Euro 4 and below (like ours). It dispenses the same power and torque as the YS23, but at different rpm levels – 188 hp at 3,600 rpm and 450 Nm of torque at 2,000 rpm. Improvements in fuel economy for this powerplant is a more modest 11%. There’s also a lower 161 hp, 403 Nm tune which we did not sample.
No matter what engine you end up with, the transmission choices will be the same: a revised version of the current six-speed manual, or a new seven-speed automatic transmission from the Infiniti QX80. And of course, it goes without saying that you’ll get a choice between a four-wheel drive system that is switchable on-the-fly, or rear-wheel drive.
The real departure is under the skin. Not at the front – where the new Navara has the same double wishbone suspension as before but with revised springs and dampers for a more refined ride – but at the rear.
While almost all pickups in the segment use leaf springs at the back, the NP300 Navara utilises a five-link live axle rear suspension with coil springs that has more in common with truck-based SUVs like the Toyota Fortuner and the Mitsubishi Pajero Sport. Such a setup is virtually unheard of in this segment – with the only exception in Malaysia being the oddball SsangYong Actyon Sports – and should provide for a better ride.
Crucially, the newfangled suspension is claimed to be just as strong as a leaf-spring unit, with payload and towing capacity ratings for the new car expected to remain more or less the same.
Unfortunately, we weren’t allowed to test such a setup, as all the Navaras we were assigned to were Thai-market cars, which had conventional leaf springs. This was explained to us as being due to tax regulations in the Land of Smiles – a pickup with coil springs would be considered a passenger car and thus be taxed higher (apparently as much as a Fortuner), rather than the more favourable commercial vehicle bracket.
SONY DSC
We were, however, assured that leaf springs would be confined to Thailand only, and that the rest of the world would be getting the multi-link rear setup. So watch this space.
Setting off, the improved manoeuvrability of the NP300 Navara compared to the outgoing car is immediately apparent. The narrower pillars obstruct visibility much less and a noticeably smaller turning circle help make the new truck feel a lot less cumbersome, despite it being longer and no less wide. The slightly heavy steering may put off those who have to park in tight spots very often, though.
SONY DSC
The high-output YD25 that we had in our disposal is still a little vocal – although it’s definitely more muted that its predecessor – but there’s no arguing the level of performance you get. With maximum torque coming in at just 2,000 rpm, there is little lag to speak of, and the sheer amount of turning force pulls the near two-tonne truck (around 70 kg lighter than before) from low speeds very effortlessly, even in higher gears.
This effortlessness is matched by a six-speed manual that, longer lever throws and clutch pedal travel aside, is little more difficult to row than your typical passenger car stick shift. The wider ratios, along with the lower wind noise (tyre noise on the admittedly rough Thai tarmac could be quieter still), conspire to make the NP300 Navara a surprisingly relaxed cruiser at highway speeds.
SONY DSC
This is even more true on the automatic model, with sixth and seventh gears both being overdrive ratios. Helping the transmission’s case are the shifts themselves, which are smooth and decently quick, and its willingness to let the monstrous engine do all the work in higher gears instead of constantly shifting down. The manual override accessible by pulling the gear lever to the left of “D” is also a nice touch.
The taller ratios at the top end and the improved aerodynamics really do improve fuel consumption, too – we saw around 13 km per litre on the 4×2 model and around 9.5 km per litre on the 4×4 on a mix of highway roads, winding tarmac and, on the latter, a large stretch of crawling through mud. Both are impressive figures for vehicles of this type, given the driving conditions.
SONY DSC
Road manners is yet another area where the new Navara is greatly improved over the previous model. Despite the test cars being fitted with leaf springs at the rear, the usual bounce and crash over pitted roads have been noticeably reduced, and the aforementioned multi-link rear suspension setup that we should be getting is expected make the truck ride smoother still.
Pitch it into the corners and the car hangs on resolutely, exhibiting remarkably little body roll and a level of sure-footedness that makes the current Navara feel nervous in comparison. The steering is also more responsive than before, and while it’s still not the last word in feel or accuracy (there’s still over three turns lock-to-lock), it’s definitely less unwieldy.
SONY DSC
No matter how refined or sophisticated the NP300 Navara may feel on the road, however, it still ultimately needs to win its bread over the rough terrain its owners will inevitably subject it through on a daily basis. Thankfully, it seems perfectly capable of doing so.
Traversing over kilometre after kilometre of muddy tracks complete with deep ruts and puddles on our test route proved easy pickings for the pickup as it sailed straight through without missing a beat.
SONY DSC
More demanding was the specially-built 4×4 course that really tested the Navara’s off-roading abilities. Still, it remained composed throughout, easily cresting the steep hill that was built to showcase the car’s Hill Start Assist (which holds the car stationary when the brake is released for three seconds) and Hill Descent Control. Rolling down a 30-degree incline and trusting the car to do all the braking was unnerving to say the least.
The long suspension travel, electronic locking rear differential and Active Brake Limited Slip also impressed on the wheel articulation test, managing to find traction with two wheels in the air by braking the spinning wheels and sending power to the wheels with the best traction.
All-in-all, the new Navara looks to be a very impressive pickup that manages to blend off-road toughness and on-road tractability remarkably well. Minor niggles aside, Nissan’s latest truck seems more ready than ever to take on the class best, and while a more thorough and locally-relevant test will bring to light the car’s true abilities, the latent potential of this new Mother Trucker is already clear.
So, can the Nissan NP300 Navara be Tough as well as Smart? The answer, at least for now, is exceptionally close to being a yes.


Read more: call +0198527483..Alan