4. Equipment levels
One thing I am concerned about is the lack of an integrated CD player head unit in the Perodua Viva, which means Viva owners will have to be careful about where they park their cars lest their mirrors get smashed and their head units stolen. However, this means the CD player can be easily swapped. The equipment level of the Perodua Viva 1.0 liter standard is disappointing to be honest, not even proper alloy wheels are supplied, instead you are given steel wheels. This means a difference of roughly RM4k on average gets you airbags, ABS, proper alloy wheels, wing mirrors with signal lamps, roof spoiler, and etc. I’m really not sure if it’s worth it or not – I’ll leave it up to you. The Perodua Myvi on the other hand has just about everything you need in the baseline 1.3 liter model. It also feels more premium because of an interior design that looks abit more higher grade, as well as Optitron-style meters which are self illuminating, unlike the backlit meter clusters of the Perodua Viva.
5. Safety
Both the Viva Premium and Myvi Premium have dual airbags, antilock brakes – the usual stuff. The Perodua Myvi’s Japanese cousin the 2005 Daihatsu Sirion scored a 4 star score in the Euro NCAP crash test for adult protection, while crash test results of the previous gen Daihatsu Mira that the Perodua Viva is based managed a 3 star rating.
6. Price
Perodua Viva 1000cc MT Solid: RM36,800
Perodua Viva 1000cc MT Metallic: RM37,200
Perodua Viva 1000cc AT Solid: RM39,800
Perodua Viva 1000cc AT Metallic: RM40,200
Perodua Viva 1000cc Premium MT Solid: RM40,800
Perodua Viva 1000cc Premium MT Metallic: RM41,200
Perodua Viva 1000cc Premium AT Solid: RM43,800
Perodua Viva 1000cc Premium AT Metallic: RM44,200
Perodua Myvi 1300cc MT Solid: RM43,007.60
Perodua Myvi 1300cc MT Metallic: RM43,530.80
Perodua Myvi 1300cc AT Solid: RM45,912.60
Perodua Myvi 1300cc AT Metallic: RM46,435.80
Perodua Myvi 1300cc Premium MT Solid: RM45,912.60
Perodua Myvi 1300cc Premium MT Metallic: RM46,435.80
Perodua Myvi 1300cc Premium AT Solid: RM48,792.60
Perodua Myvi 1300cc Premium AT Metallic: RM49,315.80
The differences between the non-Premium and Premium versions of the Perodua Viva is roughly about RM4,000, while in the Myvi it is only about RM2,900 or so. So yeah, Perodua Viva 1000cc Premium Auto Metallic at RM44,200 or the Perodua Myvi 1300cc Premium AT Metallic at RM49,315.80? That’s a difference of about RM5,000 there for a bigger engine, slightly more performance, a minor decrease in fuel consumption frugalness, a wider interior space, and a bigger boot. The boot space doesn’t matter to me – both boots are too small for serious usage unless you put the rear bench seats down. Is that extra RM5,000 to go from A-segment to B-segment worth it, or would you rather save the money?
Showing posts with label Viva. Show all posts
Showing posts with label Viva. Show all posts
Sunday, April 11, 2010
Viva VS Myvi (Part 1)
I know some of you who are thinking of buying the Perodua Myvi are now considering buying the top of the range Perodua Viva 1000cc Premium instead. So I’m going to do a little comparison here. If you have anything to add, please feel free to comment and contribute to the discussion.
1. Power
Interestingly, it seems that the same 1.0 liter DVVT EJ-VE engine in the Perodua Viva makes more torque than the Perodua Myvi’s 1.0 liter DVVT EJ-VE engine. The Viva claims to make 90Nm of torque at 3,600rpm, while the Myvi 1.0 liter only makes 88Nm at 3,600rpm – that’s a minor difference of only 2Nm though. Since the Perodua Viva 1.0 liter would clearly beat the Myvi 1.0 in terms of power to weight ratio, so let’s compare the Myvi 1.3 to the Viva 1.0 Premium instead. The Myvi 1.3 weighs 955kg and puts out 86 horsepower. That’s a power to weight ratio of 0.09 horsepower per kg. As for the Perodua Viva 1000cc Premium, it weighs 800kg and puts out 60 horsepower – that gives it a power to weight ratio of 0.075 horsepower per kg. So we can conclude that in a drag race, the Viva won’t be able to smoke it’s larger sibling in stock form. That doesn’t mean the Viva is terribly slow – in a previous supermini shootout done together with folks at NST Life & Times, I found that the Myvi effortlessly smoked other superminis with larger 1.5 liter engines. Another thing to point out is the Perodua Myvi 1.3 liter uses a 4-cylinder engine, and 4-cylinder engines are alot smoother than 3-cylinder engines like the one found in the Perodua Viva. 3-cylinders have more vibration, which might end up being felt by you in the steering wheel and other points in the chassis.
2. Fuel Economy
According to Perodua’s own charts, the Perodua Viva 1000cc Premium can travel 17.5km per liter of petrol on a combined cycle which I suspect involves alot of light footed driving and highway cruising. This is for the manual transmission. The Myvi 1.3 manual is rated at 17.1km per liter of petrol. Very similar fuel consumption, however the people on the streets who actually own the Myvi 1.3 manual reports actual mileage of about 13 to 14 km per liter if driven frugally. As for the auto transmission, Perodua says the Myvi 1.3 Auto can get 13.5 km per liter, however the average man on the street usually gets about 10 to 11 km per liter. Comparing it to the Viva 1.0 liter automatic, Perodua says it can get 15.1km per liter, so expect about 12km per liter in reality. Thus we can assume the Viva automatic should be a little more frugal than the Perodua Myvi automatic, but for the manual transmission models actual fuel economy should prove to be about the same.
2. Space
The Perodua Viva is actually longer in the interior than the Perodua Myvi at 1845mm compared to the Perodua Myvis 1835mm, but a great margin narrower. Having a long interior is important, it ensures the rear passenger legroom is at comfortable levels, just like the Perodua Myvi’s. However, being narrower the downside is you can’t really fit 3 people in the rear bench comfortably, making the Perodua Viva more of a 4-seater than a 5-seater. The Viva’s boot is only 149 liters with the rear bench upright compared to the Myvi’s 255 liters, significantly smaller, however you can extend this size by dropping the rear passenger bench to create a 449 liter space.
3. Ride and Handling
Nothing much can be said about the Perodua Myvi’s handling abilities other than the fact that it’ll probably get you to work and back safely. From what I’ve heard from some journalists who’ve driven the car, I think I shouldn’t expect much of the Viva’s either. Which is a shame as the Kelisa was a somewhat fun drive. Many will miss the Kelisa’s zippy DNA which is reportedly missing in the new Viva. If you want a driver’s small car, go get the Proton Savvy.
1. Power
Interestingly, it seems that the same 1.0 liter DVVT EJ-VE engine in the Perodua Viva makes more torque than the Perodua Myvi’s 1.0 liter DVVT EJ-VE engine. The Viva claims to make 90Nm of torque at 3,600rpm, while the Myvi 1.0 liter only makes 88Nm at 3,600rpm – that’s a minor difference of only 2Nm though. Since the Perodua Viva 1.0 liter would clearly beat the Myvi 1.0 in terms of power to weight ratio, so let’s compare the Myvi 1.3 to the Viva 1.0 Premium instead. The Myvi 1.3 weighs 955kg and puts out 86 horsepower. That’s a power to weight ratio of 0.09 horsepower per kg. As for the Perodua Viva 1000cc Premium, it weighs 800kg and puts out 60 horsepower – that gives it a power to weight ratio of 0.075 horsepower per kg. So we can conclude that in a drag race, the Viva won’t be able to smoke it’s larger sibling in stock form. That doesn’t mean the Viva is terribly slow – in a previous supermini shootout done together with folks at NST Life & Times, I found that the Myvi effortlessly smoked other superminis with larger 1.5 liter engines. Another thing to point out is the Perodua Myvi 1.3 liter uses a 4-cylinder engine, and 4-cylinder engines are alot smoother than 3-cylinder engines like the one found in the Perodua Viva. 3-cylinders have more vibration, which might end up being felt by you in the steering wheel and other points in the chassis.
2. Fuel Economy
According to Perodua’s own charts, the Perodua Viva 1000cc Premium can travel 17.5km per liter of petrol on a combined cycle which I suspect involves alot of light footed driving and highway cruising. This is for the manual transmission. The Myvi 1.3 manual is rated at 17.1km per liter of petrol. Very similar fuel consumption, however the people on the streets who actually own the Myvi 1.3 manual reports actual mileage of about 13 to 14 km per liter if driven frugally. As for the auto transmission, Perodua says the Myvi 1.3 Auto can get 13.5 km per liter, however the average man on the street usually gets about 10 to 11 km per liter. Comparing it to the Viva 1.0 liter automatic, Perodua says it can get 15.1km per liter, so expect about 12km per liter in reality. Thus we can assume the Viva automatic should be a little more frugal than the Perodua Myvi automatic, but for the manual transmission models actual fuel economy should prove to be about the same.
2. Space
The Perodua Viva is actually longer in the interior than the Perodua Myvi at 1845mm compared to the Perodua Myvis 1835mm, but a great margin narrower. Having a long interior is important, it ensures the rear passenger legroom is at comfortable levels, just like the Perodua Myvi’s. However, being narrower the downside is you can’t really fit 3 people in the rear bench comfortably, making the Perodua Viva more of a 4-seater than a 5-seater. The Viva’s boot is only 149 liters with the rear bench upright compared to the Myvi’s 255 liters, significantly smaller, however you can extend this size by dropping the rear passenger bench to create a 449 liter space.
3. Ride and Handling
Nothing much can be said about the Perodua Myvi’s handling abilities other than the fact that it’ll probably get you to work and back safely. From what I’ve heard from some journalists who’ve driven the car, I think I shouldn’t expect much of the Viva’s either. Which is a shame as the Kelisa was a somewhat fun drive. Many will miss the Kelisa’s zippy DNA which is reportedly missing in the new Viva. If you want a driver’s small car, go get the Proton Savvy.
Saturday, April 10, 2010
Perodua Viva's debut
PERODUA, the second national car, appears to have the knack for building cars that Malaysians want. Sensing that the Kancil was getting too long in the tooth, it has just launched a bolder entry- level compact car with three engine options under the one-litre capacity and has given it a rousingly-apt name; the Viva. It chose Viva because in the original Latin, it is used as an exclamation to indicate salutation and applause.
Indeed, there's much to applaud Perodua. Not only it daringly discontinued the Kelisa line for this entrant, but it also priced it above the Kancil. This ensures that the Kancil remains affordably priced, while remaining the mainstay of the entry-level segment.
Indeed, the Viva's specifications make it more expensive than the Kancil and just a little cheaper than the MyVi. This top-of-the- range one-litre manual transmission variant - the Viva SXi - has been specified with features one would rightly expect in sedans twice more expensive.
An interesting feature announced during its launch was that this Viva has 90% local content. Now that would raise the heckles of a few skeptics but consider this; manufacturing in this age of globalisation means sourcing for parts from all corners of the globe, putting it together in the cheapest-wage location and sticking a label on it to show its hybrid origin. Going by that measure, we can proudly say the Perodua Viva is put together in the Perodua plant in the town of Ulu Choh in the district of Rawang in the state of Selangor and is made, therefore, in Malaysia!
Styling * Sandwiched between the MyVi and the Kancil, one can immediately trace the outline of the Viva to fathom its progeny. It has enough visible `hand-me-down' traits from the MyVi and the Avanza that it's been dubbed the `Baby Avanza'.
Then again, it has plenty of `pass-me- up' cues from the Kancil that it has also earned the sobriquet of `Kancil's Big Brother'. Perodua has also picked up from the parts bin of the Kenari (the tall vertical tail lights) and the Avanza (the rear fold- up door), which are tried-and-tested features that enhance the Viva's posterior. And as if the pearl white test- drive unit wasn't visible enough, Perodua went overboard with the windshield decals and Viva motifs stuck in the most prominent of places.
MB rating: ****
Interior * The cockpit area is very much a step up from the Kancil. Thoughtful touches like cupholders that can actually keep a coffee cup in place, coin slots and a utility box offer convenient storage spaces that make stashing away little knick-knacks away from prying eyes a doddle. You can adjust the wing mirrors remotely from inside and the power wind-up applies to all four windows. Perodua's generosity extends to the electrically-operated, retractable wing mirrors, which even the top-of- the-range Avanza does not have! A buzzer alarm sounds if the front lights are switched on when the key is removed from the ignition.
MB rating: ****
Engine & performance * The engine for all three variants (660cc, 850cc and 1,000cc) incorporates Dynamic Variable Valve Timing (DVVT) and Electronic Fuel Injection (EFI), which results in improved performance with economic fuel consumption. The manual version uses a five-speed transmission, which is quite handy when there is a need to shift down smartly in overtaking maneuvers or when power is needed. This manual transmission XSi is best for those wanting spirited performance. On the highway, it can comfortably be pushed to 145kmph.
MB rating: ****
Ride & handling * The Viva may still have some way to go in terms of cushioning and pampering but what it has is indeed several steps up from the Kancil or the Kelisa. There are MacPherson struts in the front with stabilizer. In the rear, it has torsion beams with trailing arms which appear to be the preferred combination being employed widely now. Combined, it does well to handle all, save for the most bone-jarring ruts, that our roads can contrive to offer.
Noise intrusion is a little better than the Kancil but the familiar `Daihatsu roar' is audible when you engage too low a gear for some spirited overtaking. Fully loaded, the Viva stays snug on the road with much of the bodyroll cut out.
MB rating: *** 1/2
Safety * This Viva scores highly in the safety department. Begin with the two airbags up front. It then goes on to offer anti-lock braking as well as electronic brake distribution. All passengers - front and rear - get seatbelts; of course it is left for them; especially the rear-seaters, to actually make it to be of any use! The steering wheel is designed to collapse on frontal impact. There are impact-absorbing honeycomb pads lining the upper corner of the roof for protection from a collapsing A- pillar - which saves nasty injuries to the head.
MB rating: ****
Value for money * The Viva, of course, has to stand up to scrutiny against the likes of the Naza Sutera or the Hyundai Atos. Its pricing puts it neatly in between the two with the question of parts pricing firmly in its favour. In the fuel consumption stakes, the DVVT feature gives it the edge over its rivals. A full tank will set you back just under RM70. Having filled it for just under RM55 (just under 29 litres) recently, the XSi did more than 400km on a combination of highway and village roads.
Indeed, there's much to applaud Perodua. Not only it daringly discontinued the Kelisa line for this entrant, but it also priced it above the Kancil. This ensures that the Kancil remains affordably priced, while remaining the mainstay of the entry-level segment.
Indeed, the Viva's specifications make it more expensive than the Kancil and just a little cheaper than the MyVi. This top-of-the- range one-litre manual transmission variant - the Viva SXi - has been specified with features one would rightly expect in sedans twice more expensive.
An interesting feature announced during its launch was that this Viva has 90% local content. Now that would raise the heckles of a few skeptics but consider this; manufacturing in this age of globalisation means sourcing for parts from all corners of the globe, putting it together in the cheapest-wage location and sticking a label on it to show its hybrid origin. Going by that measure, we can proudly say the Perodua Viva is put together in the Perodua plant in the town of Ulu Choh in the district of Rawang in the state of Selangor and is made, therefore, in Malaysia!
Styling * Sandwiched between the MyVi and the Kancil, one can immediately trace the outline of the Viva to fathom its progeny. It has enough visible `hand-me-down' traits from the MyVi and the Avanza that it's been dubbed the `Baby Avanza'.
Then again, it has plenty of `pass-me- up' cues from the Kancil that it has also earned the sobriquet of `Kancil's Big Brother'. Perodua has also picked up from the parts bin of the Kenari (the tall vertical tail lights) and the Avanza (the rear fold- up door), which are tried-and-tested features that enhance the Viva's posterior. And as if the pearl white test- drive unit wasn't visible enough, Perodua went overboard with the windshield decals and Viva motifs stuck in the most prominent of places.
MB rating: ****
Interior * The cockpit area is very much a step up from the Kancil. Thoughtful touches like cupholders that can actually keep a coffee cup in place, coin slots and a utility box offer convenient storage spaces that make stashing away little knick-knacks away from prying eyes a doddle. You can adjust the wing mirrors remotely from inside and the power wind-up applies to all four windows. Perodua's generosity extends to the electrically-operated, retractable wing mirrors, which even the top-of- the-range Avanza does not have! A buzzer alarm sounds if the front lights are switched on when the key is removed from the ignition.
MB rating: ****
Engine & performance * The engine for all three variants (660cc, 850cc and 1,000cc) incorporates Dynamic Variable Valve Timing (DVVT) and Electronic Fuel Injection (EFI), which results in improved performance with economic fuel consumption. The manual version uses a five-speed transmission, which is quite handy when there is a need to shift down smartly in overtaking maneuvers or when power is needed. This manual transmission XSi is best for those wanting spirited performance. On the highway, it can comfortably be pushed to 145kmph.
MB rating: ****
Ride & handling * The Viva may still have some way to go in terms of cushioning and pampering but what it has is indeed several steps up from the Kancil or the Kelisa. There are MacPherson struts in the front with stabilizer. In the rear, it has torsion beams with trailing arms which appear to be the preferred combination being employed widely now. Combined, it does well to handle all, save for the most bone-jarring ruts, that our roads can contrive to offer.
Noise intrusion is a little better than the Kancil but the familiar `Daihatsu roar' is audible when you engage too low a gear for some spirited overtaking. Fully loaded, the Viva stays snug on the road with much of the bodyroll cut out.
MB rating: *** 1/2
Safety * This Viva scores highly in the safety department. Begin with the two airbags up front. It then goes on to offer anti-lock braking as well as electronic brake distribution. All passengers - front and rear - get seatbelts; of course it is left for them; especially the rear-seaters, to actually make it to be of any use! The steering wheel is designed to collapse on frontal impact. There are impact-absorbing honeycomb pads lining the upper corner of the roof for protection from a collapsing A- pillar - which saves nasty injuries to the head.
MB rating: ****
Value for money * The Viva, of course, has to stand up to scrutiny against the likes of the Naza Sutera or the Hyundai Atos. Its pricing puts it neatly in between the two with the question of parts pricing firmly in its favour. In the fuel consumption stakes, the DVVT feature gives it the edge over its rivals. A full tank will set you back just under RM70. Having filled it for just under RM55 (just under 29 litres) recently, the XSi did more than 400km on a combination of highway and village roads.
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