Born in the land of the rising sun, the Subaru WRX STI has got a brilliant back-story indeed. The ‘Rex, as it is fondly called amongst its legion of fans, can trace its roots back to early 1990s. Alongside its arch nemesis the Mitsubishi Lancer Evolution, it stood as one of the best street-homologated rally cars Japan had to offer.

The term ‘rally car for the road’ isn’t exactly new, with the idea born out of the World Rally Championship (WRC) regs’ back in the 1980s and 1990s requiring manufacturers to produce road-going examples of the cars it competed with. Pioneering this in the 1980s were the all-wheel-drive (AWD) and turbocharged examples such as the original Audi Quattro and Lancia Delta HF Integrale.

The rally-bred street car truly came into its prime in the 1990s after the arrival of the Ford Escost RS Cosworth, but the decade’s biggest starts were undoubtedly the two Japanese names mentioned earlier, not forgetting Toyota as well with it Celica GT-Four series. Suffice to say if you were a car-loving teen in the 1990s, the Impreza WRX and its souped WRX STI variant was in your wish list of dream cars to own.

Sadly, the glory days of the road-going rally monster slowly began to dissipate after the WRC rules mandating production versions were repealed towards mid-2000s. Perhaps the final nail in the coffin for this genre came with the rising global enforcement for lowered emissions of the recent decade, forcing carmakers to scrap enthusiast performance cars from its range.

With that in mind, it is easy to see why cars such as the Subaru WRX STI is fast becoming an endangered species, with only a handful left in the hands of enthusiasts worldwide. However, when Malaysian Subaru cars distributors Motor Image Malaysia rolled out the latest iteration of the ‘Rex late in 2014, it seems all is not lost yet for the mighty ‘Rex and its fans, with many of which breathing a sigh of relief upon its launch.

As it is, the ‘Rex STI you see here is one mean-looking monster of a car. Sure, it has several ‘current’ traits added to it such as the LED daytime running lights and accompanying LED foglights, not to mention a much sleeker profile it now dons as oppose to the boxier appearance of its predecessors.

Nevertheless, its aggressive stance is exuded fully thanks to the STI variant-specific traits such as the massive rear spoiler, the optional dark gun-metal alloys measuring 18-inches each, as well as those equally gargantuan Brembo rotors shod behind them at all four corners. Call it ‘over the top’ if you will, this is one car that can still stir trembling fear in the eyes of those who lay eyes on it for the first time.

Step inside into the cockpit and the car’s purposeful aggression becomes even clearer. Greeting drivers are racy things such as the six-speed short throw manual shifter, the centrally-mounted digital info screen with a multitude of data options such as the turbocharger’s boost level, the snug and supportive bucket seats covered in the optional Alcantara leather trim, not forgetting the large-sized steering wheel wrapped in the same material too. All it needs here to become a full-fledged ‘racer’ is to have a roll-cage installed.

For many purists, the fun on board only comes when you push this fourth generation WRX STI’s engine start-stop button to awaken the fire-breathing heart sitting up-front under the hood. True, the ‘Rex’s turbocharged 2.5-litre DOHC horizontally-opposed or ‘boxer’ flat four-cylinder mill is indeed an ageing one, but even in an age that favours more intelligent mills, the ‘Rex’s heart is still quite a menacing thing as it makes a whopping 296hp and 407Nm of torque altogether.

The mill’s soundtrack may be a tad bit subdued as compared to previous iterations, but there is still that fearsome and unmistakable bass-rich note coming out of this flat-four, sounding rather fearsome even when merely idling.

Typically, this port-injected turbocharged flat-four does lack a little in the lower rev-band. But get the needle past the 4,000RPM mark and this boxer is ready to shell out a heavyweight knock-out punch to propel all four wheels via the intelligent SI-DRIVE and DCCD multi-mode AWD and differential systems.

Master the heavy clutch pedal with the six-speed cog’s short throws and you’d see yourself meeting Subaru’s claimed 5.2-second century sprint time with ease, with the rush of things thrusting you back firmly into the bucket seats when it does so.

Of course, power is nothing without control, and this current generation ‘Rex has got plenty to offer its drivers in terms of passive and active electronic aids, plus a race-bred and proven chassis. Whilst the chassis is brilliant stiff and sharp – just as how any performance car should feel – it was the electric-assisted power steering that felt pretty off in our hands as it felt strongly artificial with the unnerving tendency to lighten its weight when you dial in some lock during corner entry. Nevertheless, it was easily forgiven as soon as you grasp the fact that it made driving the ‘Rex much easier when not on the limit.

Much praises need the be mentioned as just how sharp and precise the electronic wizardries felt when working with hardware such as the sports suspension, the symmetrical AWD and those sticky Dunlop sports tyres shod all-round. Tinker with the multi-mode DCCD and SI-DRIVE system properly and you might just more with the right setup is chosen. Whether it be getting off the line rapidly, or tackling a set of twisty back-road corners, this is definitely not a car for the faint-hearted or amateurs.

What is truly brilliant about this high performance potential the ‘Rex holds is the fact that it is available in a decently practical four-door saloon with space to carry a few of your mates and an adequately large-sized boot to lug a sizable amount of cargo around. You simply cannot get this from an equalling European sports coupe that costs twice, sometimes three-times as much. And in case you were wondering, the ‘Rex STI also comes with several other creature comforts like automatic air conditioning and a crisp-sounding audio system that sweetens this car’s cause as a daily-driver even further.

As it stands, the Subaru WRX STI could only be described with words such as ‘potent’, ‘engaging’, and perhaps ‘awe-inspiring’ as well. This is one for the all the driving purists out there who seek supercar-like performance without sacrificing too much on daily-driving practicality and ease. For that, it is also easy to see why such a car commands a large asking price of RM280,393.16.

Call it steep if you will, said figure is still a bargain after taking into account that a European sports coupe with similar performance levels costs way more. And perhaps this is why some have regarded the Subaru WRX STI as the ultimate hero car amongst blue-collar driving purists worldwide.

SPECIFICATIONS

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SEASONED readers would know by know that we are no strangers with the Honda CR-V crossover. Having driven both the pre-facelift and face-lifted model since its introduction, we found very little wrong with the fourth generation Honda CR-V, and it stands as one of our top favourites in the mid-sized crossover SUV segment.
But of course, the folks at Honda Malaysia knew this well, but the firm saw that there was more to the CR-V that meets the eyes of many, especially when presented to a different sort of buyer. Times have changed and besides the traditional soccer moms and working parents, the CR-V’s crowd of buyers now include a new set of non-traditional buyers – slightly younger folks with active and adventurous lifestyles.

All it takes to understand this sort of buyer is a two-day roadtrip from Damansara to Port Dickson and back that covered not just the usual urban and highway roads, but also a series of twisty back roads and several stints of the beaten path. Honda’s rationale behind this was the fact that many of these individuals spend their weekends indulging in adventurous hobbies like watersports by the beach or a night out with nature in a campsite. Whilst this may sound like a job for a proper 4×4 SUV, the refreshed and all-wheel-drive-equipped variants of the CR-V we piloted in this seemingly rigorous two-day drive yielded some surprising results.

When the refreshed model was introduced last year, Honda rolled out two all-wheel-drive (AWD) variants – the mid-range 2.0-litre and the range-topping 2.4-litre. Both featured Honda’s acclaimed i-VTEC four-cylinder petrol engines paired with five-speed automatic transmissions that have proven time and time again to be one of the segment’s best mills in terms of performance and efficiency.

Though the base 2.0-litre front-wheel-drive model is the most frugal in the CR-V’s three-variant range at 7.7 litres/100km, the mid-spec’s 8.2 litres/100km and high-spec’s 8.5 litres/100km claimed fuel economy figures are respectable for a crossover of this size to say the least, meaning you’d still be able to cover a lot of miles at a lower costs with any of the three. But if we had to choose one, our top pick was of course the mid-range 2.0-litre AWD model as it offered the best compromise between base and range-topping model.

But of course, the biggest draw here is the CR-V’s abundance of space. The rear seats can be easily folded down by just pulling two small levers in the boot, expanding the standard capacity of 589 litres to a whopping maximum of 1,146 litres – both are larger than any of its nearest rivals in fact. Loading an assortment of large-sized weekend gear ranging from mountain bikes to golf bags or even camping gear is made easier as well thanks to the low load lid. Furthermore, this abundance real estate also negates the need to purchase expensive external roof-mounted racks or cargo boxes too.

Despite these utilitarian abilities, the CR-V is still an excellent passenger car as well. Space all-round in the cabin is equally abundant too as it offers decent amounts of head, leg and movement rooms for just about anyone. For us though, we loved the signature and intuitive dashboard design and layout, not to mention the rich array of creature comforts primed here too.

All variants comes equipped with the 5-inch multi-info display mounted top-centre, dual-zone automatic air-conditioning with rear air vents, steering-mounted audio and Bluetooth handsfree controls, as well as eight-way powered driver seat adjustments. But opt for the range-topping 2.4-litre variant and the package added with a HDMI socket to mirror-link your iOS device, as well as steering-mounted paddle-shifters for the transmission. Regardless of which variant you opt for, there’s little wrong with the creature comfort package in all of them, which should complement even the most active or the most rugged weekend activities you could possibly indulge in.

Then comes the way the CR-V drives, which is one of this crossover model’s top hallmarks. For a mid-sized crossover, the Honda CR-V felt decently agile when tackling a set of twisty back-roads leading up to Port Dickson via Sepang in our drive – perhaps a typical situation many active lifestyle individuals would face. While it is no Civic or Accord here, the crossover’s high-riding suspension and dampers felt well balanced whilst the electric power steering means that even ladies would have no trouble mastering it.

As an on-road car, the CR-V is nothing short of excellent, but when taken off the beaten path, things get pretty interesting to say the least. The semi-active AWD system means power is sent to the rear wheels only when deemed necessary. The typical soccer mom or working parent will likely never utilise this feature fully but weekend adventurers will, especially for those trips across some dirt trail roads towards that favourite beachfront of yours.

Truth be told, the CR-V wasn’t built to conquer serious off-road obstacles like steep gullies and deep ditches. But even when we charted across some soft beach sands and rough unpaved gravel roads like the ones leading in and out of Pulau Indah, Klang – apparently a hotspot for paramotor flights – the CR-V took them with great stride. The high-travel suspension meant that you could conquer these in high levels of comfort, and the only limiting factor here were the grip levels offered by the standard on-road tyres wrapped around its stylish 17-inch alloy wheels (18-inches for the range-topping 2.4-litre instead).

Perhaps the ultimate silver lining in the CR-V’s package for weekend adventurers lies in its unrivalled offer of safety. Typically of any Honda, all variants offer ABS + EBD, stability control and ISOFIX childseat points as standard. Whilst the mid-range 2.0-litre variant makes do with just four airbags lining the cabin, the range-topping 2.4-litre variant gets six in total instead. The latter’s package is enhanced even further thanks to the addition of a neat camera-based blind-spot info system as well that’s lifted straight out of the range-topping Accord saloon.

Practical, safe and surprisingly very capable, the Honda CR-V is not your average soft-roader indeed. Even for non-traditional buyers, this crossover’s ability to meet and exceed their demands is impressive to say the least. All that’s left is the question of whether one is willing to invest the money the AWD-equipped CR-V variants rightfully commands on-the-road – RM153,300 for the 2.0-litre and RM172,600 for the 2.4-litre.

Steep as they may be, the inclusion of an enticing after-sales program – an area many of Honda’s rivals fail to match up to – offsets that. It includes a five-year unlimited mileage warranty plan plus Honda’s six free alternating services package up to 100,000km.

CRV Comparison click here

C-RV ResaleValue click here

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WHEN it comes to the pickup truck segment, very few come close to the pre-facelift Ford Ranger T6 model in terms of performance, capability and desirability. But of course, it did not take long before the mighty Japanese brigade caught up with the blue oval marque, leading to the launch of two new rivals for the Ranger in our market last year.

Ford rightfully answered back in October by launching its new and refreshed Ford Ranger range, and quickly becoming the hot favourite amongst the segment’s buyers once again. We got to experience the new Ranger’s full capabilities first hand recently in a specially organised two-day press drive across Sabah. Having cycled through several variants including the range-topping Ranger 3.2 Wildtrak, it was easy to see how this pickup truck won its place as a top favourite with many Malaysians.

The most obvious visual change with this facelift model is its front fascia. Ford’s designers have extensively redesigned its headlamps, grills, bumper and bonnet, resulting in the Ranger’s bold new look that is both modern and tough. In either 2.2-litre or 3.2-litre trims, the facelift is boosted further thanks to use of shiny chrome in the grille, rear roll bar and rear bumper. Opt for the range-topping 3.2 Wildtrak instead and you get one tougher looking truck thanks to this variant’s adoption of darker accents instead of chrome.The most crucial of changes has been done inside, and this new Ranger’s innards looks and feels just as good as it looks on the outside. Having spent most of our time in the range-topping Wildtrak variant, its offer of premium amenities makes it a true class winner here. Notable highlights here include the plush partial leather seats with driver side electric seat adjustment, not forgetting the new and intelligent 8-inch touchscreen infotainment unit featuring Ford’s novel new SYNC II voice-enabled commands as well.

Things don’t feel too bad either in the mid-range 2.2XLT variant despite the deletion of plush leather seat covers and the neat touchscreen. However, one aspect all variants particularly shine in is in the very low noise, vibration and harshness levels. Complementing that is the fact that Ford has also covered all the other basics perfectly in the lower-spec variants by having soft-touch materials lining the cabin in all the right places followed by the presence of a number of practical storage bins and cubbies.

More importantly, this new Ranger drives just as good as it looks, with this face-lifted model’s improved powertrain feeling a lot better than its predecessor. Ford claims a 12% improvement in fuel efficiency, but the important bit here is the increased power and torque figures both the 2.2-litre four-cylinder and 3.2-litre five-cylinder turbodiesel units. The same can be said about the six-speed automatic transmissions paired with either mills, feeling a lot smother in its operation than before as well.

What felt equally brilliant here was the Ranger’s ride and handling. The new electric power steering has made the Ranger much easier to drive on road and on a daily basis as it is both lighter and more precise than the previous model’s system. The icing on the cake here though lies in the suspension and damper setup. Though it is the typical pickup truck setup of high-travel double wishbones up front and leaf springs in the rear, the dampers felt sublimely soft as it soaks up bumps and road imperfections effortlessly. And that comes without compromising too much on the Ranger’s off-road usability – a trait we discovered whilst enroute towards the Kinabalu National Park across both gravel paths and asphalt roads.

Do not let the high on-road comforts fool you, the Ranger is still a highly capable thing when taken off the beaten path. Engaging its four-wheel-drive modes is as easy as turning a knob and takes just a few seconds. Whether you want to conquer a steep near-30-degree hill covered in dirt, gravel or mud, or perhaps cross a rocky river stream whilst wading water levels up to 800mm, the Ranger can truly tackle the rough stuff. Much of these capabilities are fuelled by features like Hill Descent Control, Hill Start Assist and Roll Over Mitigation that is primed across all variants – even in the basic 2.2XL MT.

What really is a game changer is the advanced new active and passive safety features primed in the range-topping 3.2 Wildtrak. Highlights here include Lane Departure Warning and Assist, Forward Alert and Collision Mitigation system, as well as a Distance Indication Alert. Having tested all three features on the road whilst enroute back to Kota Kinabalu city, we can safely report that the revised Ranger 3.2 Wildtrak stands as the safest pickup truck money can buy in our market currently.

In a nutshell, the new and face-lifted Ford Ranger range has properly defended its title as the segment’s best. Offering better on-road drivability and comforts, unbeatable off-road capability, as well as becoming safer and smarter than ever, it is easy to see why distributor Sime Darby Auto Connexion (SDAC) are dealing with the good ‘problem’ of demand outweighing supply with the Ranger amongst Malaysian buyers, resulting in a long waiting list the firm currently holds.

Besides the subsequent waiting period, one only needs to deal with another challenge, and that is meeting the Ranger’s princely asking prices. Things start from RM91,588 for the base Ranger 2.2XL MT, from RM109,688 for the Ranger 2.2XLT AT, and from RM119,238 for the Ranger 3.2XLT AT. Capping things off is the Ranger 3.2 Wildtrak which, with all its added safety features and premium amenities, commands a starting figure of RM137,488 instead.

Though steep, the improved new Ranger’s outstanding capabilities, comfort and full spectrum of safety features are worth every single penny it rightfully commands. Said prices include SDAC’s offer of a three-year or 100,000km manufacturer’s warranty for added peace of mind.

2016 Ford Ranger 2.2

 2016 Ford Ranger 3.2

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Maranello’s famed prancing horse badge is perhaps one of the most celebrated sports car marques in history. Though fames for making some of the planet’s most coveted race-bred performance sports cars, Ferrari has indeed produced some of the greatest grand touring cars of all time too, with the brand’s new California T fast becoming one of the latter in recent times.

Introduced back in 2014 at the Geneva Motor Show, the California T became the first turbocharged roadcar conceived by Ferrari since its iconic F40 of the 1980s. The ‘T’ in California T symbolises that fact, with Ferrari also granted it with a host of enhancements over the naturally aspirated California model it succeeds.

Unlike the mid-engined 458 Italia and manic F12berlinetta, the California model was conceived as a 2+2 grand touring cabriolet for the jet-set that offered a milder performance level as oppose to Ferrari’s other race-bred creations. Fuelling that fact further is the California’s offer of a retractable hard-top (RHT) roof, which allows you to enjoy that coveted wind-in-your-hair driving thrills, with the system taking just 14 seconds to fully retract and deploy. In other words, if ever you wanted a stylish Ferrari that wasn’t seriously focused on conquering the track, you’d want the California.

Whilst the original California that debut in 2008 did indeed win hearts in terms of styling, many of its intended buyers perceived it to be ‘too soft’, resulting in it being dismissed rather quickly in favour of rivals such as the Bentley Continental GTC and the pricier Aston Martin DBS Volante. Realizing, this Ferrari promptly gave the California an extensive mid-life makeover, resulting in the California T.

Whilst the exterior styling did not win as many hearts as its predecessor did, it is still quite a looker in our eyes. We love the traditional yet sleek styling penned by Pininfarina,  and it still looks fit for a cruise down the scenic coastlines roads of Italy or Southern France.

Climb aboard and things inside the cabin look just as stylish with a lot of flair as the exterior. Depending on how you’d like to spec it, you can have the California T’s cabin lined with a vast selection of bright-coloured and plush leather trims just like the red-coloured test unit featured here, or you could opt for a more darker and racier outlooks with aluminium, Alcantara and carbon fibre trim options.

Either way, the feeling is just about the same, and that being the note of having something special yet purposeful thanks to things like the large central rev-counter dominating the instrument panel, and the absence of a traditional gear level in favour of buttons and paddle-shifter actions. What really felt sublime was having that mild racy traits combined with the plushness of the premium cow hide covering the dash, steering wheel and seats.

Of course, this being a Ferrari, the real fun begins the moment you hit the engine start button to fire up this California T’s front-mid-mounted heart. Underneath the stylishly crafted Italian metal sits a brand new 3.9-litre twin-turbocharged V8 engine christened as the F154 by Ferrari. It replaces the previous California’s naturally-aspirated 4.3-litre V8, offering 552hp at 7,500rpm and a whopping 755Nm of torque at 4,750rpm when its two turbochargers are at spooling at full.

Ferrari opted to go down the turbocharged route as a means of adapting to strict emissions restrictions in Europe, with the trend these days favouring lower displacement with force induction. Though it has shrunk in size slightly, the new mill is indeed more powerful than the one replaces, but more importantly, it is much greener as well thanks to the presence of automatic idling stop-start and an intelligent transmission as well.

On the move, what surprised us was the way this mill acted, having almost no noticeable lag with a very precise and direct delivery much akin to a naturally aspirated mill. The dead giveaway of its forced-induction nature only comes when you let off the throttle at the higher rev-band, where the unmistakable wastegate whistle and hiss comes into fruition, albeit at very mild volume level indeed. Ferrari have worked hard at making this mill not feel and sound like a turbocharged one, and the result is pretty impressive to say the least.

All power generated my the twin-turbo V8 is sent to the rear wheels via a revised version of Ferrari’s seven-speed dual-clutch transmission (DCT), which is paired with Ferrari’s CST and F1 TRAC stability and traction control suites. The powertrain grants the California T with an impressive century sprint time of 3.6 seconds, whilst the claimed top speed stands at 315km/h.

What we loved here besides the engine was the smooth action of the 7-speed DCT both at speeds and in an urban cruise. What was an event on its own as well as the way this transmission automatically downshifts whilst under braking for corners and what not, with the on-board electronics blipping the throttle and engaging the gears precisely in just milliseconds. This is perhaps a testament to the prancing horse badge’s intimate knowledge garnered from a century of racing.

What complemented this in full was the California T’s highly engaging driving dynamics and chassis. Amongst the many electronic wizardries primed on board the California T, the most crucial contributors to its dynamic feel are the Manettino driving mode selector tailored for Ferrari by Magnetti Marelli, followed by the Magnaride adaptive suspension suite as well.

With the ‘Comfort’ mode engaged, the California T felt rather docile and compliant, even when charting down a slightly bumpy and twisty set of roads as we did in our test drive in and around the roads surrounding roads of the Sepang International Circuit. Also altered here are the DCT’s shift points, followed by the reduced throttle sensitivity, and the lightened steering weight.

With this mode, the magnetic adaptive suspension works overtime in granting the most comfortable ride possible, with the system actively adjusting the suspension travel rate and dampers in milliseconds. This is the mode you want engaged when enjoying a drive down a scenic coastal road.

However, things quickly change once you flick the Manettino into ‘Sport’ mode. Here, the throttle sensitivity is sharpened, the DCT’s shift points re-optimised, followed by the increased weight in the steering wheel.

This mode also sees the active suspension and dampers firming itself up, where it almost eliminates the noticeable body roll in ‘Comfort’ mode, offering a much stiffer ride as well. In this mode, the California T is fully re-optimised for you to conquer a stretch of twisty and windy B-roads, inspiring lots of driving confidence here as well.

What deserved praising here as well were the large and powerful CCM3 carbon ceramic brake (CCB) rotors with equally large brake pads hiding behind the stylish alloy wheels at all four corners. They do need warming up initially, but once they’re at optimal operating temperatures, the bite and stopping power is just as phenomenal as the way it gets up to speed, not to mention the highly responsive ABS suite as well. This is one reassuring bit of kit indeed, especially in a car as potent as the Ferrari California T.

Our only gripe with the handling and driving dynamics was, naturally, the artificial feel of the electric steering system. Whilst it takes the fun out of driving to a certain extent, especially in a high performance car as such, one easily forgives it simply because it makes driving the Ferrari California T much easier when one isn’t in the right mood for an adrenaline rush.

Overall, the Ferrari California T does what it was designed to do brilliantly, and that being the offer of a luxurious and stylish open-top grand tourer with an exceptional level of performance for the road.

If you really wanted a proper rush and a test of your driving skills, then you are better off with the mid-engined 458 Italia or its new and turbocharged 488 GTB successor. However, you wanted a stylish grand tourer that is still capable of keeping up with said mid-engined sports coupes, the Ferrari California T sate this need brilliantly.

Of course, as the old saying goes, if you had to ask how much one would cost you, you can’t afford it. But to sate your curiosity, Malaysian importer and distributors Naza Italia Sdn Bhd have priced the Ferrari California T at RM888,800 sans taxes, duties, options, and the necessary registration and insurance costs. Realistically, you’d probably need at least RM1.4 million (our best estimate) to drive one out of the showroom.

All of a sudden, the all new Mazda MX-5 roadster launched here not too long ago much more do-able at its RM226,376.82 price tag. Still, no bargain-priced alternative comes close to an Italian thoroughbred such as the Ferrari California T, and we end with the same wishful dream of owning one as much as you are.

SPECIFICATIONS

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FOR many purist BMW fans, the 2 Series Active Tourer and Gran Tourer MPV models are a little difficult to comprehend at first. The same feeling was felt when BMW first ventured into the premium SUV segment with its X Series. Success eventually came for the X Series as its capabilities proved itself over time, and BMW have now taken on a bigger challenge when both its new 2 Series MPV models.

Not only the first BMW models to adopt a front-wheel-drive layout; both the 2 Series Active Tourer and Gran Tourer stand as the brand’s debut entry into the premium sub-compact MPV segment as well. Competition here is stiff, especially against stellar rivals such as the Volkswagen Sharan, Citroen Grand C4 Picasso and the Ford S-Max. Nevertheless, the Bavarians have managed to pull things off rather well with its first attempt in this genre as we discovered after driving the range-topping 220i Gran Tourer recently.                                                                                                                                                                           For most, the 220i GT’s looks do take a while to grow on you, but it eventually will. There is plenty to be desired here such as the signature twin kidney grilles up front, the 5 Series-inspired headlights and tail lamps designs, the chiselled lines running across the doors on both sides and the stylish multi-spoke 17-inch alloy wheels. Overall, it looks just like how any BMW should, which isn’t a bad thing entirely.

Climb aboard and things start to get familiar yet again. BMW hasn’t strayed away from its signature driver-focused cockpit design in the 220i GT, and it has not lost its touch in making plush and premium cabins either. There is plenty high-end and soft-touch materials lining key areas of the cabin such as the steering wheel and dashboard, and it is finished off nicely with leather seat covers plus a novel cabin mood lighting system. Besides the run-flat tyres’ typically noticeable noise levels at higher speeds, the cabin’s overall noise suppression levels are great, feeling just as good as any other BMW model here as well.

On board, space is abundant with this MPV offering generous headroom all-round, as is legroom in the second row seats. Complementing that are BMW’s array of premium creature comforts such as dual-zone automatic air conditioning with second row vents, followed by its acclaimed iDrive infotainment suite. Paired with a neat 6.5-inch display and a crisp-sounding seven-speaker hi-fi system, both the intuitive rotary knob and steering-mounted controls make it very easy for anyone to master it, with the system further offering seamless smart device integration, navigation functions and voice command ability as well.

This being the range-topping 220i Gran Tourer variant, it gains further with a pair of foldable third row seats and an extended wheelbase. The extra seats means this MPV will ferry seven people on board, at the expense of cargo space of course, whilst the latter grants increased cargo space over its smaller 218i Active Tourer sibling.  Thanks to the recline-able and slide-able second row seats, space in the third row seat is surprisingly adequate. Legroom here is a tad bit scarce for most adults, but it will easily accommodate children, making the 220i GT a sound choice for mid-sized families.

When not ferrying passengers, the 220i GT also doubles up as an excellent goods hauler. Ladies will find the powered tailgate with remote activation feature very convenient, but what we loved most here were the 40:20:40 split second row seats’ ability to fold flat down by just pressing two buttons in the boot. With both second and third row seats folded, the 220i GT’s whopping 1,905-litre maximum boot space will no doubt make those annual trips to IKEA much easier. Even with the second row seats up, and depending on how far you slide them forward, the boot still offers a decent amount of space between 645 litres to 805 litres, making it one of the most practical models BMW has ever made.

Adding further to this MPV’s overall practicality is the presence of strategically placed 12-volt sockets, which can be found in the dash, just below the second row air vents and in the boot. Needless to say, powering a multitude of devices is an easy task, making long trips less mundane especially if you have plenty of tech-savvy children. For us though, the most brilliant feature in the 220i GT’s convenience package comes from its semi-autonomous Parking Assistant feature that made side parking much easier, and we are sure this will be a hit amongst many ladies.

Again, purists BMW fans will find these ‘domesticated’ abilities awkward at first, but this quickly disappears once this BMW gets going. Power comes from BMW’s signature TwinPower Turbo four-cylinder petrol engine that offers 192hp and 280Nm of torque that powers the front wheels. This premium 220i GT also gains with an eight-speed automatic transmission instead of the six-speed unit found in its smaller 218i Active Tourer, offering a much smoother operation and greater efficiency as well.

Overall, the powertrain felt surprisingly perky as torque is abundant in the lower and mid rev-ranges, effortlessly hauling the 220i GT’s claimed unladen weight of 1,615kg up to speeds. As a result, the 220i GT boasts a very respectable century sprint time of 7.6 seconds as well. As far as power delivery is concerned, it feels typically German in this aspect, which is something that many of its targeted buyers will undoubtedly appreciate.

Crucially, this MPV also delivers the BMW badge’s promise of excellent drivability and handling, and it has both in abundance despite having a front-wheel-drive layout. Much of this magic comes from BMW’s experiences in developing its Mini sub-brand, resulting in this MPV’s surprisingly agile and taut handling abilities. Though the dampers offer decent levels of comfort, the 220i GT does lack some refinement in this area against its rivals, but it isn’t unbearable to say the least. There is little doubt that it will satisfy those seeking a dynamic feel to things, especially amongst folks switching up from something like a Mini Cooper or 3 Series.

The other typically German trait with the 220i GT lies in its standard array of safety features. Besides ABS brakes and electronic stability control (ESP), the 220i GT’s cabin is lined with six airbags plus two ISOFIX childseat anchors in the second row seats. It may not sound like much against some of its slightly larger rivals, but family-conscious buyers will find it very adequate, providing great peace of mind should it be tasked as a primary family mover.

It may not be as capable as most of its segment rivals in certain aspects, but it is the only one amongst the lot that offers a high degree of plush amenities with the brand’s renowned dynamic drivability. More importantly, BMW’s first ever attempt in making an MPV sees it meeting and exceeding the expectations of many when it comes to practicality and versatility, with the famed premium badge now finally within reach in a this practical and family-oriented genre.

The only challenge left is the whether one is willing to meet the BMW 220i GT’s somewhat steep asking price of RM279,800 sans insurance costs. Thankfully, the inclusion of both a five-year, unlimited mileage warranty with a five-year or 100,000km free scheduled maintenance program in said price sees the 220i GT edge over its rivals greatly here. This is definitely the MPV that many soccer moms (and dads!) would want to have.

BMW 220i Gran Tourer

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