Autofun Philippines – My wife and I owned three different Infiniti FX35s between 2003 and 2011 and we really enjoyed each one. But for many years, the FX - later renamed the QX70 - could not keep up with competition from other luxury and performance brands or Infiniti cars Philippines. In 2017, Infiniti abruptly dropped the QX70 to focus on new models. 

Then, in 2021, the Japanese automaker introduced a new crossover model called QX55 and boldly declared it to be the "spiritual successor" of FX. Well, now that I've driven the 2023 QX55, I regret to announce that the new car is just a cover on its own. Sure, it has the same sleek, diagonal styling as the previous QX70, but that's where the similarities end.

In recent memory, I have never seen a car whose exterior design reflects its performance so much. The old FX is built on the same rear-wheel drive platform as the Nissan 350Z and fully utilizes its sports car platform with its powerful 3.5-liter V6 and even an engine-equipped model. The 5.0 liter V8 in the early days was called the FX50. It even has a great early exhaust note. The QX55 has more in common with the Nissan Altima than the Z. Like so many other crossovers these days, it comes with a 2.0-liter turbocharged four-cylinder engine. 

Of course, Infiniti tuned the variable compression engine to make a respectable 268 hp and 280 lb-ft. of torque, but it didn't feel right, mostly because of the awful continuously variable transmission (CVT) they hooked it up to. It's not very fast either; Its 0-60 seconds 6.9 seconds is half a second slower than the Kia Soul GT-Line Turbo.

The CVT completely ruins everything good about how the QX55 accelerates. It makes a weird rubber band sound as it "shifts" through the artificial gearshifts, sounding more like a Black and Decker Dustbuster than a luxury crossover as it approaches the red line. And don't get me started using paddle shifters - they make no sense on a CVT. While the QX55 comes standard with all-wheel drive, it's mostly forward-facing, very sporty though it isn't. On the plus side, fuel economy is decent, delivering 22 mpg in the city, 29 mpg on the highway, and 25 mpg combined.

The only area where the QX55 feels a bit sharp is its suspension, which is reasonably stiff and offers good feedback from the road surface. The steering is better than when it was first implemented on the Q50 and Q60 models, but it still feels hazy and a bit disconnected. While the Sport mode adds a bit of interactivity, it's more like an engine working against your input than anything that improves driving dynamics. I was also surprised at how loud the cabin was at highway speeds, which isn't what you'd expect from a modern luxury car.

Inside, the QX55 doesn't live up to its promise of exterior styling. It was bland - as if a committee of product managers had asked interior designers to come up with as innocuous, mid-range design as possible. It's functional, but there's nothing memorable or remarkable about it. You can tick the leather seats and leather steering wheel off your checklist, but that's it.

And then there's the dual screens in the center console, which look like another half-baked implementation. The upper screen provides access to navigation, camera, vehicle information, and Apple CarPlay, while the lower screen focuses on the typical infotainment and climate controls. 

The two screens look like completely separate systems designed by two different user interface groups. The 16-speaker Bose sound system delivers powerful but slightly jarring sound. The FX35 we own was one of the first vehicles to offer a surround-view monitor, and the QX55 updates that idea with moving object detection and guidance to help you park in tight spaces. . However, the camera and display produce a grainier image than you'd expect from modern high-definition monitors.

I am satisfied with the spacious and comfortable legroom for the rear seats, which not all crossovers on the market have. I think the steep slope of the roof might have a negative impact on headroom, but it didn't bother me when I sat in the back. While the mid-range Essential model I drove came with air-conditioned front seats, the heated rear seats didn't appear until the premium Sensory trim, which also received an upgrade to the semi-aniline leather seats. 

Cargo space behind the second row of seats is good for a crossover, offering 26.9 cubic feet when the second row is used and 54.1 cubic feet when the seats are folded down. That's plenty of room for groceries, suitcases, and kids' sporting goods. Also, there are thoughtful bumps on the back, which is roomy enough to hold a golf club.

While the QX55 is a very appealing crossover from the outside, the unattractive CVT engine and transmission and lackluster interior design really take its toll. For someone who has been driving his supposed muse for a long time, it was a huge disappointment. 

Wapcar Automotive News – The Staria comes out as a premium seven-seater and is priced at RM 368,888 with an extended warranty and service plan. With this price, location and these high-end Relaxing chairs, the Staria Premium is clearly targeting a different audience than the Hyundai Grand Starex.

We now have the 10-seat Hyundai Staria in Malaysia, launched this morning by Hyundai-Sime Darby Motors (HSDM) at 1 Utama. This 10-seat version of the Staria is a true replacement for the Grand Starex, which may finally be retired. A person carrier designed for families and large businesses, prices start at RM179,888 on the road without insurance, almost half the RRP of the premium. Three variants of the 10-seat Staria are available. The entry-level Lite starts at the price shown above, but today HSDM prices their cars BMW style, which means the base price comes with a two-year/50-years-000km warranty. If you want 5-year/300.000km warranty plus free 3-year/50,000km service, add RM10,000 to the price. Then it is RM189,999 for most people.

The mid-range Plus version is priced at RM196,888 and the top-end version of the Max is priced at RM209,888. Choose the "extended" service and warranty plan and it will be RM206,888 and RM219,888 respectively.

The Starex is one of the biggest passenger vehicles on our road, but the Staria comes out on top. At 5253mm long, 1997mm wide and 1990mm tall, the Staria is 103mm longer, 77mm wider and 55mm taller than the Starex and its 3273mm wheelbase is 73mm longer than the old truck. Premium and this 10-seater car share the same bodywork. The Lite and Plus use 17-inch alloy wheels (tires 215/65) while the Max tires are the same size as the Premium - 235/55 - with 18-inch two-tone star-shaped rims. Spotted the delicate bodykit? This is standard equipment on all three variants, exclusive to the 10-seat version.

HSDM says the Staria's height allows passengers to easily get in and out of the vehicle and is tall enough for an average school-age child to stand up and move easily inside the vehicle. The seating arrangement of the 10 seats is 2-3-2-3 and the maximum luggage compartment volume is 1,024 liters with the seats folded flat. All three rows of rear seats can be folded flat, and when finished, you can fold into a bed for camping, as shown below. However, this is not possible in the 7-seater model, because the individual Premium relaxation seats cannot be folded.

Face to face, one of the biggest design points that sets the Staria apart is its super-low ring road, which gives the minivan some of the largest window panels I've ever seen in a passenger vehicle. Hyundai says it takes inspiration from traditional Korean hanok architecture and "creates a sense of openness". To put it mildly - this is possibly the best means of sightseeing.

The LED headlights match the unique Tetris-style pixel taillights on all variants except the Lite, although the Lite's bulbs are nicely camouflaged by the pixel-patterned housing. LED daytime running lights are standard in all areas.

Rooftop air vents for all rows are standard, while Plus and Max variants come with power sliding doors. The Max adds an electric tailgate. The Lite's seats are fabric, while the Plus's have partial Nappa leather seats. It's black Nappa leather for the Max variant, which is the only one here with a power driver's seat (8-way adjustable with 4-way lumbar).

Up front, the driver looks at the 10.25-inch digital instrument panel (analog dial with LCD MID for Lite) and the touchscreen on top is an 8.0-inch item with Apple CarPlay/Wireless Android Auto and navigation buttons. The Max adds a 360-degree parking camera, two additional tweeters (six speakers in total), a dual-zone climate control system, and a wireless charger. Speaking of charging, this large pickup has eight USB ports, seven of which are for charging.

The Premium's gear selector has been replaced with a regular gear lever, but all 10-seat variants get an electronic parking brake with auto hold, which is nice.

On the safety front, there are six airbags across the board, along with ABS/EBD/ESC/VSM/TCS and hill start assist. Isofix child seat keychains are available in the second row (two outer seats). Hyundai Smartsense is dedicated to the Max. Active safety and driver assistance suite includes Blind Spot Assist with Rear Cross-Traffic Collision Avoidance, Lane Keeping Assist, Lane Keeping Assist and intelligent cruise control with Stop and Go.

Last but not least is the 2.2-liter turbodiesel engine that produces 177 hp and 431 Nm of torque from 1,500 to 2,500 rpm.Drive is sent to the front wheel, not the rear wheel like in the Starex. With a multi-link rear suspension instead of Starex's live axle, Hyundai promises a more comfortable ride with its latest large MPV.

In terms of colors, Abyss Black Pearl and Creamy White are options for all three variants, where the Lite adds a Sparkling Silver metallic option and the Max adds a Graphite Gray and Moonlight Blue Pearl metallic option ( the following color is illustrated here). The HSDM has a list of options that include side sills (standard or electronic), a rear roof-mounted infotainment system and Alcantara interior trim.

If you're wondering about the huge price gap between this 10-seater and the seven-seater Premium, it's because of the vehicle tax structure in Malaysia, which leaves commercial vehicle space for a four-row pickup truck. Similar to Kia Carnival - 11-seat version, imported CBU, priced at just under RM 200,000. This year's 7/8 CKD seats start at RM231,228. Another common question is the name "10 places". Aren't there 11 places? Indeed, the Staria is marketed in some markets as 11-seaters, and that extra seat is in the front row, an extension of the front passenger seat. The HSDM said it was following government regulations by not counting the 11th seat.

So what do you think about Hyundai Staria in this 10-seat configuration? It's a very different look than the more conventional Kia Carnival, and the generous glass area also provides a unique atmosphere - which Korean mega MPV would you choose?

Autofun Philippines – Chinese automaker Geely markets Geometry C in Eastern Europe. After Geely expand its market in Southeastern countries, such as Geely cars Philippines, they make efforts to penetrate European markets. While this compact electric car will continue to be sold in China under the Geometry brand, it will apparently be sold in Europe as Geely Geometry C directly under the parent company's name.

This is reported by the French portal Automobil Propre without citing any source. If Geometry C does indeed arrive in Europe next year under these conditions, it would mean the flagship brand Geely entering the market in Europe for the first time. With brands like Volvo, Polestar, Lotus, LEVC and Lynk & Co, the wealthy Chinese OEM is already on the scene. For Zeekr, the European market entry is announced next year.

The Geometry C, which has been offered in China for more than two years, will go on sale specifically in Hungary, the Czech Republic and Slovakia from the first half of 2023. The background is a partnership between Geely and the Hungarian auto importer. Grand Automotive Central Europe, was agreed earlier this month. According to the media, other geometric models may follow.

Geometry C is a crossover in the form of an almost classic compact car. The model has a wheelbase of 2.7 meters with a total length of 4.43 meters and a width of 1.83 meters. At 1.56 meters tall, the Geometry C is flatter in a hand than some conventional SUVs. The electronic drive comes from Nidec and has a capacity of 150 kW. Specifically, it's Ni150Ex. The two battery variants offered in China, 53 and 70 kWh, are said to offer NEDC ranges of 400 and 550 km respectively. The purchase price there is 129,800 to 207,800 yuan (18,000 to 28,800 euros). 

The Geometry A electric sedan and the Geometry EX3 compact SUV are also available in the Chinese market under the Geometry brand. In addition, the G6 (also known as A Pro) and M6 are visually modified versions of the Geometry A and C models. Whether Geely will launch the original or the modified and named Geometry C differently in Europe is still not clear.

Just recently, parent company Geely also announced plans to further accelerate the transition to electric cars. Now the problem is that one of the two vehicles sold by the Group will be electric by 2023.

By the way, Geely presented its export plan last year under the 'Geely Smart 2025' roadmap as follows:

The Geely Auto brand is expected to focus on Eastern Europe, Middle East, Southeast Asia and South America markets. And Lynk & Co is expected to have a foothold in Russia, Malaysia, Australia and New Zealand, among other countries. In its review at the time, the manufacturer only referred to Western Europe as the EU as a target market for "new energy products".

Wapcar Automotive News – The new Range Rover is bigger, faster and more luxurious than ever. And, unsurprisingly: more expensive. At first, the Land Rover Range Rover's look - straight, slab body panels, unadorned sheet metal - was the product of functional design. The improved interface of the latest version is straight, smooth and simple, but for the opposite reason: Range Rover has become an art object.

This is true on the inside as well as on the outside. The transparent leather interior looks like the surroundings of a six-figure car. On the outside, the theme is seamlessly integrated. The interior door handles are so well integrated that first-time passengers have a hard time finding them.

The technology in the cabin has the necessary depth and modern complexity. The chair massage feature, for example, requires a separate menu page to choose from 125 combinations of three settings:

mode, focus area and intensity. Scrolling through menus reveals curiosities such as a dynamic information display (g-meter, chronograph, chronograph) and an air quality page for particulate filter activation, carbon dioxide management and air quality control. ionize.

For more casual interactions, the 13.1-inch touchscreen, with or without haptic feedback, is relatively easy to use and offers a spacious, crisp full-screen map and sharp images. sharpness from multiple cameras. The image includes views along the sides of the vehicle. Clearsight Ground View gathers a virtual image of what is directly in front of and below the vehicle. The new model retains the traditional Range Rover regal seating position, with the legs of the large side windows low enough for you to rest your elbows on the door panels comfortably. 

Several rear seat configurations are offered. The biggest change with this generation is the appearance of three rows of seats for the long-wheelbase version and the adult-sized rear seats have enough comfort to avoid the feeling of a steering wheel. Our standard wheelbase tester got a bench for three, with the rightmost passenger getting a deployable legroom (forcing the front passenger seat to tilt forward). 

However, the second row of seats equipped with a completely engine can not even fold flat, affecting the maximum cargo capacity. In the Range Rover tradition, you access the luggage compartment via the upper tailgate and the folding tailgate, both of which are powered, as well as the boot lid. The complimentary Tailgate Event Suite option adds flexibility with a loading floor panel that wraps around luggage when upright. It also forms the backrest of the rear-facing "event chair," ideal for watching your kids practice soccer or play polo. Enabling Tailgate Event Suite mode opens up the rear and directs stereo sound to the rear port-mounted speakers.

While turbocharged and supercharged 3.0-liter inline six were standard, our test car was powered by BMW's new 4.4-liter twin-turbo V8. Its moderate rumble is a clue to what's under the hood, but at 70 mph, the Rover's cabin is at 66 decibels. An initial hit of the gas can yield a larger-than-desired forward thrust. On the other hand, the eight-speed automatic transmission's long pedal stroke, linear engine response and smooth gearshifts combine to form a refined powertrain. Only automatic shutdowns and system reboots are annoying. The V-8's 523 horsepower and 553 pound-feet of torque easily enliven the 5982-pound British SUV. 60 mph takes place in 4.3 seconds (equivalent to a 682-horsepower Cadillac Escalade-V) and a quarter-mile run in 12.8 seconds at 109 mph. The Rover's prowess is most evident when standing still, as it takes 185 ft to pull this big boy from 70 mph.

For all the technologies of the new five-link rear suspension, air springs and active anti-roll bars, the default Automatic Terrain Response mode still allows near-constant body movement on the road. all but the smoothest road. The sportier dynamic mode solves this to some extent without sacrificing ride quality too much - unlike some German rivals - although the 23-inch wheels flatten on impact. In any mode, the creamy-smooth steering feels light and the heavy Rover pounces into fast and sweeping corners. On the skid, we measured just 0.73g of traction, limited by its superior stability control, but the Rover pivoted through parking lots thanks to the new rear-wheel steering.

Unfortunately, we didn't test all seven terrain modes, the transmission's low range, or the 35.4-inch wading ability. A Range Rover may have outstanding capabilities, but just as a Rolex Submariner is water resistant to 1000 feet, that doesn't mean it will use them. Once just a utility vehicle, the Range Rover has become something more.

Wapcar Automotive News – The new Range Rover is bigger, faster and more luxurious than ever. And, unsurprisingly: more expensive. At first, the Land Rover Range Rover's look - straight, slab body panels, unadorned sheet metal - was the product of functional design. The improved interface of the latest version is straight, smooth and simple, but for the opposite reason: Range Rover has become an art object.

This is true on the inside as well as on the outside. The transparent leather interior looks like the surroundings of a six-figure car. On the outside, the theme is seamlessly integrated. The interior door handles are so well integrated that first-time passengers have a hard time finding them.

The technology in the cabin has the necessary depth and modern complexity. The chair massage feature, for example, requires a separate menu page to choose from 125 combinations of three settings:

mode, focus area and intensity. Scrolling through menus reveals curiosities such as a dynamic information display (g-meter, chronograph, chronograph) and an air quality page for particulate filter activation, carbon dioxide management and air quality control. ionize.

For more casual interactions, the 13.1-inch touchscreen, with or without haptic feedback, is relatively easy to use and offers a spacious, crisp full-screen map and sharp images. sharpness from multiple cameras. The image includes views along the sides of the vehicle. Clearsight Ground View gathers a virtual image of what is directly in front of and below the vehicle. The new model retains the traditional Range Rover regal seating position, with the legs of the large side windows low enough for you to rest your elbows on the door panels comfortably. 

Several rear seat configurations are offered. The biggest change with this generation is the appearance of three rows of seats for the long-wheelbase version and the adult-sized rear seats have enough comfort to avoid the feeling of a steering wheel. Our standard wheelbase tester got a bench for three, with the rightmost passenger getting a deployable legroom (forcing the front passenger seat to tilt forward). 

However, the second row of seats equipped with a completely engine can not even fold flat, affecting the maximum cargo capacity. In the Range Rover tradition, you access the luggage compartment via the upper tailgate and the folding tailgate, both of which are powered, as well as the boot lid. The complimentary Tailgate Event Suite option adds flexibility with a loading floor panel that wraps around luggage when upright. It also forms the backrest of the rear-facing "event chair," ideal for watching your kids practice soccer or play polo. Enabling Tailgate Event Suite mode opens up the rear and directs stereo sound to the rear port-mounted speakers.

While turbocharged and supercharged 3.0-liter inline six were standard, our test car was powered by BMW's new 4.4-liter twin-turbo V8. Its moderate rumble is a clue to what's under the hood, but at 70 mph, the Rover's cabin is at 66 decibels. An initial hit of the gas can yield a larger-than-desired forward thrust. On the other hand, the eight-speed automatic transmission's long pedal stroke, linear engine response and smooth gearshifts combine to form a refined powertrain. Only automatic shutdowns and system reboots are annoying. The V-8's 523 horsepower and 553 pound-feet of torque easily enliven the 5982-pound British SUV. 60 mph takes place in 4.3 seconds (equivalent to a 682-horsepower Cadillac Escalade-V) and a quarter-mile run in 12.8 seconds at 109 mph. The Rover's prowess is most evident when standing still, as it takes 185 ft to pull this big boy from 70 mph.

For all the technologies of the new five-link rear suspension, air springs and active anti-roll bars, the default Automatic Terrain Response mode still allows near-constant body movement on the road. all but the smoothest road. The sportier dynamic mode solves this to some extent without sacrificing ride quality too much - unlike some German rivals - although the 23-inch wheels flatten on impact. In any mode, the creamy-smooth steering feels light and the heavy Rover pounces into fast and sweeping corners. On the skid, we measured just 0.73g of traction, limited by its superior stability control, but the Rover pivoted through parking lots thanks to the new rear-wheel steering.

Unfortunately, we didn't test all seven terrain modes, the transmission's low range, or the 35.4-inch wading ability. A Range Rover may have outstanding capabilities, but just as a Rolex Submariner is water resistant to 1000 feet, that doesn't mean it will use them. Once just a utility vehicle, the Range Rover has become something more.