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days of the road-going rally monster slowly began to dissipate after the WRC rules mandating production versions were repealed towards mid-2000s.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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FOR as long as it has existed, the Rolls-Royce marque has stood as the ultimate benchmark as far as ultimate luxury in cars were concerned. With a strong image so synonymous in that particular trait, it is easy to see why it took some convincing when the marque decided to make its most dynamic and driver-focused creation ever, the Wraith.

Based on the Ghost luxury sedan platform, the Wraith stands as its two-door coupe offshoot, offering a much sleeker stance and outlook as well. More importantly, the Wraith also stands as the brand’s fastest and most powerful creation ever.

At first glance, the Wraith sports much of the typical design traits of many current Rolls-Royce, but it is undeniably dramatic in its overall. Our test unit’s diamond black paint scheme may appear plain at first, but a closer inspection will let you see how it properly complements the Wraith’s lower roofline and sleeker profile as a coupe. It also commands presence wherever it goes thanks to the large grille dominating the front fascia, those gargantuan 20-inch wheels with its floating double-R emblem, not forgetting the all-important retractable “Spirit of Ecstasy” ornament mounted proudly in front.

The drama continues yet again when you open and close the Wraith’s ‘suicide’ or coach doors whilst stepping in and out of it. One still needs to open the doors manually by hand, which is a great nod towards classic luxury coaches of the past, but a press of a button is all it takes to close it back. Inside, the Wraith’s cabin is indeed plush and exquisite, even in the most basic specification as our test unit. From the hand-stitched leather to the precisely hand-rafted wood veneer trims, right up to our test unit’s cashmere headlining and subtle use of high quality and shiny metal trimmings, the Wraith’s cabin is simply unrivalled in terms of luxury. And we also need not mention the generous real estate the cabin boasts all-round, allowing this two-door coupe to ferry four occupants effortlessly in high level of comforts.

Of course, the Wraith’s true magic comes to life the moment you hit the button that brings its 6.6-litre V12 twin-turbocharged heart to life. Developing a whopping 624hp and 800Nm of gravity-defying torque, it comes to no surprise that the folks at Rolls Royce Motor Cars Malaysia kept insisting us to just “tickle the throttle” gently and smoothly. And in our experience, they were right to warn us about it several times during our drive as it is simply staggering and sublime.

All power is sent to the rear wheels via an intelligent Satellite-Assisted Transmission as Rolls-Royce terms it. Built by ZF, the eight-speed automatic box is smooth and precise as it pre-selects the most optimal gear at all times by reading the road you are on using GPS data. There are no paddle-shifters or any sort of manual override shifting abilities as the GPS-aided intelligence negates such needs.

The biggest surprise here is the fact that it is able to propel this brute’s claimed unladen weight of 2,360kg up to supercar-like speeds without any hint of effort, with the mill hiding the weight perfectly. Instead of a rev-counter, you get a Power Reserve meter placed to the left of the central and large speedometer. One does not even need to use more than 40 per cent power to reach two and a half times our national highway speed limit. What was truly impressive as well was how effortless the whole endeavour was, even with gentle throttle application. However, should you floor the accelerator hard, the Wraith will perform the century sprint time in a scarcely believable 4.6 seconds, where it will outrun even some of the most nimble yet smaller mid-engined Italian sports car.

As far as the promise of a dynamic drive, Rolls-Royce were also somewhat on point here. The car’s massive size only comes into full view once you take corners with it, which feels rather unnerving with the Wraith’s 5,268mm length. You have got to actually use the famed Spirit of Ecstasy ornament as some sort of a yardstick to know where the front of the car is. The Wraith’s sheer weight only shows itself whilst under slightly harder braking, but that is not us saying they are not any good as the advanced anti-lock brakes feels just as good with stopping the entire car’s mass as how the powertrain gets it up to speeds.

This is no backroad storming mid-engined Ferrari 458 or Porsche Cayman, a fact proven by the noticeable body roll when you throw the Wraith into corners fast. But the way it does so and keeps up with most other small-sized sports cars in a high degree of comfortable compliance and stride is worth of praise. And we haven’t even got to the Wraith’s equally refined way of simply wafting and floating over bumps and road imperfections as if they did not exist either.

The same can be said about the steering, which felt very light yet precise with its operation, hiding the car’s size and mass well yet again here. In short, the Wraith still offers the brand’s famed magic carpet-like ride befitting for even the most demanding of buyers, with its powerfully intelligent powertrain adding more zing to the experience.

However, the way the Wraith excels brilliantly when it comes to cocooning its occupants on board in a highly luxurious and tech-laden bubble. Noise suppressions is indeed second to none, with only the air conditioning blowers breaking the silence on board should the choice of music playing through the  premium 14-speaker hi-fi system does not. And in case you were wondering, wind and road noises only becomes noticeable at speeds past 160km/h.

Making life much easier on board as well are things such as the intuitive and user-friendly BMW iDrive-esque infotainment unit complete with navigation, smartphone integration, as well as the very cool rotary touchpad control functions. There is nothing else that comes close to this experience, except another Rolls-Royce perhaps.

Packing a high-powered packaged with an unrivalled level of luxury, the Wraith’s added athleticism makes it truly a special car. This is the Rolls-Royce for driving purists who enjoys some of the really finer things in life. Being a Rolls-Royce, the offer of making this car properly bespoke is just as enticing thanks to the seemingly limitless array of options available. As a result, each and every Wraith, or any other Rolls-Royce for that matter, is tailored to its specific owner, leading to prices that are staggering and different for each.

As the old saying goes, if you had to ask ‘how much?’, you simply cannot afford it. But just to sate your curiosity, Rolls-Royce Kuala Lumpur has set the Wraith’s official base price sans options, duties and registration costs at RM1.3 million during its Malaysian launch about two years ago. If ever you wanted to make a statement on four wheels whilst, nothing else comes close to a Rolls-Royce indeed.

Rolls Royce Wraith

• 6.6-litre twin-turbocharged
• V12 petrol
• 8-speed automatic
• 624hp@5,600rpm
• 800Nm@1,500 – 5,500rpm
• 4.6 seconds
• 250km/h (limited)
• 14 litres/100km (claimed)
• POA

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IN an age where fuel efficiency and low carbon emissions dictate the way carmakers make their cars, it comes to no surprise that hybrids have seemingly found their foothold in today’s market trends. But for most hybrids, the apparent lack of performance is what has kept it away from most of the world’s supercar owners, until very recently that is.

Enter the Panamera S E-Hybrid, Porsche’s answer on how to make one of the world’s fastest yet most efficient hybrid vehicle of its kind. It joins in Porsche’s latest generation E-Hybrid range alongside the Cayenne S E-Hybrid and the mighty 918 Spyder hybrid hypercar. Effectively, this makes Porsche the world’s only manufacturer to have three high performance plug-in hybrid vehicle (PHEV) models of their respective kinds in its current range of offerings.

In the Panamera’s case, it has set out to become the only PHEV in the grand touring saloon segment, offering unrivalled levels of performance and efficiency whilst at it too. The recipe is fairly simple, and frankly speaking, quite German. By infusing a lot of the high-tech and advanced technologies spearheaded by the 919 Spyder and Porsche’s 919 Hybrid Le Mans prototype racer, the Panamera S E-Hybrid stand out as a technological tour-de-force in its own right.

Unlike the regular Panamera, this S E-Hybrid variant utilises a highly intelligent plug-in hybrid powertrain system. The package is comprised firstly with a supercharged DOHC 3.0-litre V6 petrol engine that sits up front, generating 333hp on its own. It works in conjunction with Porsche’s unique E-hybrid system that pairs the supercharged petrol V6 mill with Porsche’s ‘Permanently Excited Synchronous Motor’ electric motor system. The motor draws power from a series of new and large 9.4kWh Lithium-Ion batteries placed under the boot, allowing the E-Hybrid system to offer an additional 95hp and 310Nm of torque on its own.

As a result, this Panamera boasts a combined output and peak torque rated of 416hp and 440Nm respectively. And, true to its form at being a sports car, all power is sent to the rear wheels via Porsche’s own slick eight-speed Tiptronic S automatic transmission unit. These figures are indeed exciting, especially after considering the fact that this Panamera is a plug-in hybrid capable of full-electric drive as well.

This then should explain how the Panamera S E-Hybrid could offer sportscar-like performance, specifically the 5.5-second zero to 100km/h sprint and the ability to hit 270km/h, with eco-car fuel economy and carbon emissions claims of 3.1 litres/100km (combined) and 71g/km respectively. Again much of these abilities is made possible thank to the aforementioned intelligent E-Hybrid system primed on board, which is unlike any other hybrid system the world has ever seen.

Uniquely, this Panamera offers four selectable driving modes in total, those being ‘Hybrid’, ‘E-Mode’, ‘E-Charge’, and ‘Sport’. All of which can be changed at any time via three buttons located in the Panamera’s transmission console. As you turn the ignition keys at start-up, the onboard systems engages into its default E-Mode program first, granting full electric drive, and making it unmistakable as a PHEV at the same time. What is quite impressive here is the electric motor’s ability to hit high speeds up to 135km/h on electric power alone, feeling very brisk thanks to its silent and linear delivery.

In E-Mode, the petrol engine only fires up into life if you apply more than 80% input in the throttle pedal, calling for a more frugal and light-footed approach to driving – something unheard of in a Porsche. Although Porsche claims this Panamera has a maximum electric-only travel range of 36km, driving under our hot and humid climate conditions, with the air conditioning typically set to  high settings saw us cover just 22km to 26km when we drove it recently.

Next comes the ‘Hybrid’ mode that automatically engages when the batteries depletes to a pre-determined level. This mode sees the system employing the electric drive more often at any given opportunity, which in turn allows the car to ‘coast’ when at travelling steady speeds, and demanding conventional power only when deemed necessary. This mode also sees the E-Hybrid system working in tandem with the petrol mill towards maintaining the batteries’ charge levels. What was surprising here was the transitions between the petrol engine and the electric motor felt smooth and effortless.

However, amongst the four driving modes, the ‘E-Charge’ mode is perhaps what defines the Panamera S E-Hybrid the most. Designed specifically to charge the battery on the move, this mode proved to be rather convenient should a fast-charging station be out of your reach, or you simply don’t have the luxury of two and a half hours to charge the system from a wall socket.

How it works is fairly simple. At the price of fuel economy, this mode engages the petrol engine more frequently, running it at slightly higher speeds than usual to propel itself about, and simultaneously recharge the batteries. A full charge can be achieved with just 50km of light cruising, which of course does not take long with a high-speed grand tourer such as the Panamera.

Of course, no Porsche is complete without its customary ‘Sport’ driving mode, and the Panamera S E-Hybrid does not disappoint here. Besides granting a crisper and more precise throttle response, as well as a more inspiring engine soundtrack, this mode fully exploits the performance advantages offered by this hybrid petrol-electric system, merging the best of what the supercharged petrol engine can muster with the silent yet direct assistance of the electric motor. Here, the petrol engine only deactivates when you come to an idling stop, but fires back to life in a more dramatic manner at even the slightest touch of the throttle pedal.

Again, unlike its other siblings within the Panamera range, this S E-Hybrid variant features a slightly different instrument panel. All the most vital information are displayed in rich detail as how most of Porshce’s system typically do, with the exception of the centrally-mounted rev counter that also indicates the amount of boost offered by the electric motor. And the same rich amount of data can also be displayed with the Panamera’s central touchscreen infotainment screen, giving both driver and passenger a clear indication that not only is this no ordinary Panamera, it also grants with a higher sense of purpose over its other non-hybrid siblings.

Perhaps our only niggle with the E-Hybrid system is its regenerative braking system primed on board. While it does not feel as numb as most similar two-step systems found in most hybrids, what need some getting used to is the long and pedal travel, as well as one’s foot input modulation in order to get the best balance between charging and braking.

Of course, the Panamera S E-Hybrid is an unquestionably refined driver’s car as it will easily meet and surpass all expectation levels all Porsches typically get. And, despite the E-Hybrid system’s added bulk to the Panamera’s slightly awkward long and wide dimensions, this 2.1-tonne saloon felt surprisingly agile and precise without needing much effort when tackling corners or a windy stretch of B-road.

Though it did not set out to be the quickest or the most agile within the Panamera range, this S E-Hybrid’s offer of the same hybrid performance technology found in the 918 Spyder and 919 Le Mans racer is a very unique and enticing offer indeed. Effectively, Porsche has proven that you can package both efficiency and performance at the same time.

Furthermore, it truly stands out at being the only one of its kind to offer a guilt-free eco-friendly motoring experience. This is one German-engineered hybrid petrol-electric dream that we believe will garner plenty of fans.

Porsche Panamera S E-Hybrid

ENGINE

• 3.0-litre DOHC V6
• supercharged petrol
• plus electric motor

TRANSMISSION

8-speed automatic

POWER

• 333hp@5,500 – 6500rpm (petrol)
• 416hp @ 5,500rpm (combined)

TORQUE

• 440Nm @ 3,000 – 5,250rpm (combined)
• 590Nm @ 1,250 – 4,000rpm (total)

PERFORMANCE

• 0-100km/h : 5.5 seconds
• Top Speed : 270km/h

ELECTRIC SYSTEM

• Top Speed : 135km/h (electric only)
• Max Range : 18 – 36km (approx)

FUEL ECONOMY/CO2

• 3.1 litres/100km (combined)*
• 71g/km (*claimed)

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IN many ways than one, the Jeep Cherokee nameplate is something many in Malaysia are familiar with. The second-generation model, the Cherokee XJ, became quite a popular item on our roads sometime in the late 1990s. While its squared design and outlooks were nothing to shout about, it was its ability at being both a desirable on-road SUV and a highly capable off-roader that sealed its deal amongst many.

Fast-forward to the present day and things have taken a much different yet somewhat better path for the Cherokee model. The fifth generation Cherokee model as we come to know now has been in production since 2013. Unlike the XJ, this newer ‘KL’ model can be had in either Longitude or Trailhawk variants, with the former being better honed as an urban crossover SUV whilst the latter, which is featured on this page, stands as the more off-road focused variant of the two.

As far as looks go, this new generation Cherokee model does not look too bad overall. Whilst the basic and typically squared SUV shape is rather obvious, Jeep’s designers have given this new model smoother with lines and curves all round. Complementing that are modern touches, namely the distinctive quad-split headlights arrangement that flank the Jeep brand’s signature grille design that feature both LED daytime running lights and Bi-Xenon HID projectors. 
Unique to the Trailhawk though are the contrasting black-finished front and rear bumpers that offer better off-road clearance, not forgetting 17-inch alloy wheels that are wrapped in knobby all-terrain tyres, as well as the special ‘Trailhawk’ badges adorned on the front quarter panels and rear hatch. In short, the Cherokee Trailhawk’s looks are best described as tough and rugged, which is indeed amatch for the capabilities it has in store.

Climb aboard into the cabin and it the first thing that surprises many first-timers is the abundance of space all-round. While it looks small at first glance, the Cherokee is indeed a sizable competitor in the mid-sized SUV game, offering plenty of leg- and headroom in its cabin. Other than the somewhat medium-level fit and finish quality, the cabin is actually a decent place to be in.

Some the things we loved here were the quirky American-styled practicality features, namely the high amount of cup holders all-round that would fit just about all cup sizes from major fast food chains, as well as the under-seat cubby in the front passenger seat. Another distinctively novel American feature here was the remote engine start feature too, which allowed one to easily warm up the car and cool the cabin first before entering.

Notable creature comforts here include a neat wireless charging pad for compatible smartphones in the centre console, adaptive cruise control, keyless entry, an 8.4-inch touchscreen infotainment unit with a nine-speaker and a subwoofer setup, not forgetting the all-important dual-zone automatic air-conditioning with rear cabin blowers as well. Without any doubts, the Cherokee Trailhawk’s brilliant offer of an unrivalled creature comforts list is indeed enticing, making journeys across long hours or across the unbeaten path a lot more comfortable a bearable.

Next up comes the Cherokee Trailhawk’s powertrain package. Tasked at propelling the Cherokee is a 2.4-litre Tigershark Multijet in-line four-cylinder petrol engine from the Fiat Chrysler Automobiles (FCA) group’s vast arsenal, developing 174hp and 229Nm of peak torque. All that is transmitted to all four wheels via a nine-speed automatic transmission with this Trailhawk variant offering the added versatility of Jeep’s multi-mode Selec-Terrain 4×4 system.

Whilst it does sound rather decent on paper, the performance of the engine and transmission were not what we expected initially. The engine favours mid- to high-end torque and high-end power generation, which meant that fuel economy was not its strongest suit when the accelerator is floored. The other thing we loathed was the nine-speed automatic’s performance, which felt as if had mismatched ratios with the tendency to up- or downshift a little too often.

Nevertheless, despite the powertrain’s quirks, it is sufficient at propelling this Cherokee Trailahwk’s somewhat hefty mass about up to speeds. And should you master both the engine’s and transmission’s sweet spots, you would be able to meet Jeep’s claimed highway fuel economy rating of 13.18km/litre or a maximum travel range of up to 789km.

For the Cherokee Trailhawk, its best party trick has to be its ability to conquer all terrain types when you demand it to. The aforementioned Selec-Terrain feature offers plenty of 4×4 modes based on weather or surface types including mud and snow. Complementing that are hill ascent and descent controls, as well as the presence of rear differential lock controls, all of which makes the Jeep Cherokee Trailhawk an extremely capable off roader indeed.

And, despite having the off-road-focused wizardries plus and knobby 245/64-sized all-terrain tyres, the most surprising aspect about the Cherokee Trailhawk was its rather refined on-road manners. The long suspension travel and soft dampers are not only well-suited with high comforts levels when off the beaten path, it felt equally good even when performing the regular urban commute and long-haul highway journeys.

What adds to that further are the Cherokee Trailhawk’s roomy and plush cabin, as well as the aforementioned creature comforts plus several other premium features, most notable of which being the panoramic glass roof. Added peace of mind zlso comes from knowing that the Cherokee Trailhawk is covered with a full spectrum of safety features that includes seven airbags lining the cabin, a rear cross-traffic alert integrated with the reverse camera unit, along with the all-important anti-lock brakes and electronic stability control suites too.

The Cherokee Trailahawk’s other brilliance lies in its talent for maximum utility and practicality that perfectly matches up with its go anywhere nature. Key in this specific aspect has to be the Cherokee Trailhawk’s standard boot space of 506 litres, which can be extended further up to its maximum of 1.3 cubic metres with the 60:40 split rear seats folded down. On top of that is the presence of a 12-volt socket in the boot to power a variety of appliances like a mini cooler, as well as the motorised rear hatch with remote key operation that makes loading and unloading so much easier.

To sum things up, the Jeep Cherokee Trailhawk in one of the most highly capable and well-equipped SUVs presently available in the market. Despite the powertrain’s quirks, the Cherokee Trailhawk’s overall brilliance through its fully loaded features list, impressive off-road abilities and maximum utility are somewhat unrivalled. The only hurdle left is whether is one willing to shell out the steep RM378,889 starting price it commands as a fully imported (CBU) model that comes straight from America.

If you are a fan of Jeeps to begin with, then the asking price is of little consequence. If not, perhaps then you are better off with a comparable European or Japanese rival of the same size. However, said rivals do not offer what the Jeep marque stands for, that being the promise of going just about anywhere without sacrificing too much on comfort levels. As it is, the Jeep Cherokee Trailhawk is indeed second to none in the maximum utility SUVs game.

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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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