the term eCVT has be abused, lol.

Honda i-MMD is not a eCVT, there is no variable speed/torque conversion in transmission box.
Motor -> single speed reduction gear -> final drive
Engine -> clutch pad -> single speed overdrive gear -> final drive

So you can see on high speed when engine is engaged, the engine and motor are on hard connection, thus the motor works both way.
It provides power or charging the battery controlled electronically (yes, at high speed the battery is not charged via motor generator)

Koenigsegg is different monster, there is no overdrive on the engine, it connected to final drive directly. This design is only possible with a high rev engine. Otherwise the top speed is limited by engine rpm.
Although even if we cut the rev limit from 8250rpm to 6000rpm, it still will be doing 185mph, plenty fast for us mere mortal.
2 Motors are mounted on drive shaft, and double as E Diff.
P/S: the 718 GT4RS also has similar perk top gear max rpm = top speed, with shorter gears ratio than regular 718 GT4.

I talked too much as usual, LOL. The key is neither designs are actual eCVT like Toyota HSD, that variate the MG1 rpm (sun gear), couple with engine rpm (planetary gear) for output ratio (ring gear + also MG2).
MG1 can be generator, motor, spin forward, backward (overdrive) at times. All these conversions have higher parasitic loss vs other hybrid designs that leverage hard direct mechanical connection (in order to get around Toyota pattern in the past, there were sucks in the past, but since been really smooth with modern computer, high precision sensors).
http://prius.ecrostech.com/original/Unders...gOnAsIDrive.htm

I have one current gen Mazda3 in the house. Handling is decent, it is an easy car to drive fast. Relative to Elantra Sport, the Mazda3 feels faster than it actually is if you read the speedo.
A Mazda3 owner friend commented the Elantra Sport feels underpowered, I simply smirked.

That's about it. It is up to modern car standard, but doesn't stand out. Same as TNGA Toyota, it is finally drive as good as the rest, but doesn't stand out.

So I think medias and journalist hype are shifting the public perception.

Haven't actually drive modern car that handle like the old XV50 Camry or Sonata YF, such that I loath to drive them.
My road trip at US in a Camry few years ago, I had been repeating I really missed the Altima I got in previous week the entire trip. LOL

Even modern P2, if you disregard the steering precision, the weird stepping power assist force, the feedback is enough for usual civilized drive.
Body roll also is way more predictable than my once owned AE111 Corolla. On the AE111, the margin is so small that it would do a sudden squat. In chicane, have to counter the steering earlier before 2nd apex because the chassis was so slow to shift the weight.

Maybe because it the car I owned, hard to find something worse.

P/S: Main forum got too much car review video link spam lately, it is boring. Pretty much same as my TV's Youtube recommendation, WTF.

This post has been edited by constant_weight: Oct 14 2022, 09:12 PM

It still baffles me that people can take a quick test on the street, no where near the limit of the car. Then concludes one is better than another, hands down.
They both have decent handling as family saloon, but not like your ass can totally feel the car rotation, you know better like your pure sport kinda good.
On the Elantra Sport or old Mk6 GTi without LSD, one has to battle torque steer, unable to put the power down fully on corner exit. It is fun of its own, perks of old school FWD hothatch (now just "warmhatch" for today's standard). But I don't know should we call that good or terrible handling. I guess, simply balance where power exceeding the handling. Corolla, you hardly able hit that limit cause too little power. Civic either CVT absorbed the power surge or Honda put the rather smart Kingpin geometry design from Type R in regular Civic.
One can feels nicer handling personally to a person, but the feel is not always equal to higher lateral g limit, outright cornering capability.

I just talked about Honda's company culture with my friends, when we were looking at Polestar 3 launch.
Polestar is very unique on the corporate world, the CEO Thomas Ingenlath is a designer. It is a design first company.
Honda is an engineering first company, the senior executives are mostly engineering background.

Both are rather unusual, as most giant have marketing, sales, financial, supply chain people on top.

Some of the Honda decisions are very questionable in a normal company, but completely normal if one try to put in the shoes of how engineer think. Eg:. 3 totally different hybrid systems in the past 20 years. If we try to dig Honda's patents, there are probably more that didn't or yet to hit the market.

Toyota is a very supply chain centric company. DFM (design for manufacturability), DFA (design for automation) are best in class. That means engineers don't have the loudest voice. With the recent raise of GR, they simply give the engineers more freehand. 40 years+ of experience in motorsport is no joke. Just look at what Hyundai can achieve in mere 10 years.

Mazda had their past glory especially in their early days 60's, 70's where they build exciting sport cars, and they are trying to regain it. After decades in the swarm and building econobox, they can not do a sudden switch. Design and interior up market is first step. They next generation line up is very ambitious from paper spec. If we are not in the SUV + EV transition, I'm sure the 3.0L inline-6 + FR would be their standard. They talked about it, but they also hesitate, they are small company after-all. Whether the transition will be successful is a different question, it is a bold move. Not to forget, I also mentioned current Mazda 3 feels faster than it actually is when you push it, the engine rev the throttle response are tuned this way. Probably employ the MX-5 strategy, fun without actually going all out.

Not just youngsters. Peak HP/torque woo lots of people, and most don't understand the need/purpose of transmission.
Still remember one City owner keep abusing/bullying Almera owner on FB, calling 1.0L Turbo small engine. I was like WTF, we all driving small engine car here, what's there to fight. Turbo or NA, anything 2.0L or below are small engine. It is not like you drive 4.0L NA.
I try translate few popular car engine torque to wheel torque at each gear some time, if I'm bored.
Add another point, when comes to hybrid, how sustainable is the peak torque? I think I read somewhere in the case of 200hp Camry hybrid, it can last 3-4 1/8 miles drag launch before system force you to drive around 20-30min to recharge the battery.

This post has been edited by constant_weight: Oct 18 2022, 09:53 AM

I believe, it can run in hybrid mode where ICE + electric motor both supply torque together. The limit is the electric motor max RPM, and the rest is synchronization. How long can that last is the battery capacity and generation rate.

I remember reading some US review, they estimated the limit to be around 160km/h for the CR-V 2.0 eHEV that launched there before the City did here. The single gear is overdrive, so full hard acceleration at higher speed needs electric motor aid. At the same time charging the battery consume ICE torque. If battery is empty, the total output rate can not exceed the engine horsepower alone. Which statistically should not happens as how a family saloon should be driven.

Fun to see the media doing drag race at Sepang, praise all out. My evil side would call to do a 1/2 miles ~800m race, see who's gaining after 160km/h. Then again, it is family saloon, carrying load, carrying family at legal highway speed is the priority, and do that better and more efficiently.

Car around this power range should be 170-180km/h after 1/4 miles. That's why it is more interesting to see what's after that, which I believe, the turbo would be faster.

It is more of general statement, people, medias, journalists. Looking at the current society, data flow volume = $$, too much hype, the review tends to be not very objective. Seen too much example that basically body roll is what they use to judge handling.

So it is question for yourself, if you think you fall into the category? Can you describe what you looking for that make you think Corolla is better?

I standby my opinion in this segment, they are not very far apart in recent years. It comes down to everyone's own cliche.

Our friend Quazacolt like to try the limit, lol purposely upset it. I'm obsessed with the rotation, but ironically most car I've driven the yaw is way behind the driver, and not a lot of rotation feedback on my ass .

Not disagree we can slip the car at little bit at low speed.
But it is not easy to tell when we are on the edge in these segment of car, that we know clearly that this is it, little bit more steering angle or a little bit more throttle, the car would start to slide.
At least I'm not that good of a driver to be able to do that by driving a new family car for 30mins. Probably, this is why pure sport is a pure sport for a reason, no need exceptionally high power, just that feeling that feedback.
I could do that in the AE111 old corolla, even it being shit handling car, even chassis is so soft have to wait like forever for the flex to recovers on side-to-side weight transfer. That's from years of time spent with that car, muscle memory learnt to time the delay into the action.

In the last daily driver "warm hatch" (still within the family) the limit was to put power down, that affect how one drive the car and thus handling perception. So the key is synchronize the steering with the throttle at corner exist. Add throttle gradually, use the torque as guide to open up the steering angle. Sounds like basic driving 101, but how many people the habit would be just floor it? Read from US and Taiwanese forum, replace rear ARB with 2mm thicker one will make the car more tail happy, bigger slip angle, more fun. But I never do the mod and the car will unlikely to see the track and do touge only 2-3 times a year.

Current very heavy family saloon is hard to tell. I would rate it highest limit among the car I own so far, simply because it got a lot of front end grip, largely contributed by the weight.
This again change the way I drive, able to let go of the brake completely earlier, don't need a lot of trail brake normally. Brake in the straight, turn, and abusing the power on exist.

One time (I told the story before), I daze off after tiring day, entered a corner some 40km/h faster than my usual 100'ish km/h entrance speed even during spirited driving, did a panicked late trail brake, still 100'ish km/h at the apex. The car took it completely fine. Some additional this time, there is also a bridge gap about 2 car length before the apex, where in old AE111 would upset the suspension, jump a little bit and move 2 feet out. We (yes, couple of friends did the same, we were like WTF you also did that shit!), sorta time it and turn in more to compensate for the jump and still hit the apex in our econobox back then. Now too old, and car too precious to do that kind of stuff.

It also the most balance in terms of ride. Hard enough to feel the big irregularities, settle fast after the large undulation, yet still absorb the fast vibration well, this is what I looking for as good ride quality for road car. The only complains is when driven fast on bad highway sections, it need a tad faster compression or slower rebound. The "warm hatch" provides more feedback, but also let in more fast vibration. I'm very specific, particular on this because I get motion sickness in the traditional Camry kinda ride as a passenger.

Another thing that contribute to the handling feels (just the feels, not the actual handling dynamics) is the power steering assist force resolution. On some car you can really feel the steps, some are buttery smooth. Also most people don't realize this after they driven a car with smoother steering assist resolution. But this is more depending on the price point of the car.

Anyway, long answer to say just cornering capability is objective metric and would translate to moose test, lateral G, track time etc. Handling is subjective feeling.

This post has been edited by constant_weight: Oct 19 2022, 11:04 AM

With one different on Elantra Sport I guess. On really low speed, almost standstill on the street you would get wheel spin with sudden jolt of throttle. But in the mid speed corner exit, first sign is torque steer.

Elantra Sport even thought released here in 2017, it is actually rather old platform. We had Kia ProCeed GT launched in Europe back in 2013, with same T-GDI engine.
After Albert Biermann on board, they just retune the existing platform, and redesign the component around the engine (basically smaller and more responsive turbo), then that was a hit especially in North America.

So it represent something of that era, around Mk7 GTi period. The power delivery was updated with the beginning of new trend for wider torque band, smoother delivery, but handling/chassis characteristic technology really still Mk6 era. Just before the dynamic chassis control, brake bias torque vectoring, latest eLSD added to the picture.

So it is a bit nostalgia driving it, don't get that feel in the modern hot hatch anymore. Now think about it, it is almost 10 years old down to its root.


BTW, I'm not very good with any GP track, having problem on picking the line on such a wide track.

Even in simulator, I'm sucks at Nurburging GP section, then cover the time in Nordschleife. Seem fine with the fast pace corners, zip through the chicanes. Hard braking after long straight seems to be a hard to gauge situation, and tends to hit the apex too early, especially in the huge hairpin.

Totally unfamiliar with Sepang.

This post has been edited by constant_weight: Oct 19 2022, 11:31 AM

Depends on the car and driving habit if the car has chance to fully warm up. Read a lady with last gen Mazda 3 who did 10 miles round trip daily, got CEL before 1st 10,000 miles service before I bought my first GDI. Scared the hell out of me back then.

Then also some people got no issue until 80,000km. Beside port and valve, there are also PCV to clean/replace. On the more premium segments, there are also EGR.

Also read GTi and R owners are least prone to carbon built up among the VW owners, simply because they tends to do WOT more often.

The first reason being carbon deposit form faster during specific temperature range. Higher or lower, it form less.
The second reason being during WOT, with heavy load the fuel is sprayed during intake stroke like port injection engine. The fuel able to spray to the back of the valve, again depends on engine and valve timing. Still unable to clean the port and valve stem, but better than nothing.

The conventional public understanding of GDI operation is during light load, where the GDI use stratified mode, the fuel is spray the last moment before ignition.

I'm sure there are many Civic FC (it is a habit specify, in my family default FC = FC3S RX7), that well exceeded 100,000km by now. What's their feedback?

This post has been edited by constant_weight: Oct 19 2022, 11:23 AM

At least healthy discussion. LOL

The company Hyundai Kia Motor Group deserve more credit for sure. But the local offering is totally disaster.

Seriously, as much as I like what they are doing, at this time if I'm looking for C segment sedan with 150k'ish budget, very hard to run away from Civic (although I could not get my usual sitting position 100%). There isn't any better all rounder option.

Maybe Hyundai here are on small budget, but I feel that they can keep the option open with 1.6 T-GDI option for 20k-30k more. Hard sell, but I think it would still sell better than the NA, enthusiasts market has higher profit margin.

i30N, in most countries it is prices slightly above GTi, but keeping some margin below Golf R and Type R. The Germans gone crazy, this is bang for the buck.
With the tax there, was expecting 250-260k relative to other countries price gap among the 3 cars, they straight price it against Type R, both being CBU.

Sometimes, expensive is relative. We willing to spend money, but we are not stupid.

Kona would be a lot more fun to drive vs HRV, at least the gap is not that huge vs sedan case. Still very little people would appreciate a fun SUV, it is easier to sells better with bigger screen and some ambient lights.

I think he is being sarcastic.

No 99% of the car don't use camera for BSM. The 360 with 4 cameras not suitable to make the judgement too. Too much distortion, 6-8 cameras with lower resolution are more suitable. Yes, you read it right, lower. Too much pixel is a burden to the AI, basically in overly simplified fashion = CNN (convolution neural network) to recognize object. Even if we downsample the video stream from high res camera, that's additional process = higher delay in response time.
Further more really 2 companies actually master the art to approximate distance from mono vision - Nvidia and Tesla.

Most BSM has 2 radar sensors for high speed, one around each side of the rear bumper. Same sensors are also used for RCTA.
Then some cars also get help from ultrasonic parking sensor at very low speed and close distance. Not very common at lower price segment, but cars with 12+ parking sensors does that.

Sorry, didn't follow. What's the story? Sounds like some claim Mazda3 beat Civid Hybrid in century sprint?

No need to test, have one Mazda3 at home, use my toe to think also can tell not even close.

Got link? Mazda 3 would be 3 seconds behind from my wild guess.

Malaysia like top speed run, highway hero. Better start obsessing with 100-200km/h

Some car that accelerate so damn slow, but owner still want to post FB video viral car in front as road hogger.
I don't see where is the hogging part when the poster can't keep up with the acceleration of so called "hogger car".

Just because the car in front sometime also blocked by other slow car, the poster finally go chance to tailgate the car in front.

You should try drive it one time, you will understand why.
It feels faster than it actually is if you don't look at the speedo.

It is not like P2 where the floaty indicates the speed. At least not down to that level. It is still a descent car.

But rather, not exactly sure which. More revvy past 4000rpm than other NA equivalent, the gear ratio, the ARB setup is more neutral than others in this segment (front is only 2mm thicker than rear, the segment average should be around 4-6mm), the rev sound etc.

Maybe combination of all above, that when I look at speedo it is 20-30km/h less than my muscle memory feels from my own cars. Maybe like if you roll down the windows kinda fast. Maybe that's why M3 fans always feels thet are fast. Maybe this is the recipe of Mazda "fun to drive".

==Edit top up==
Anyway faster car not always driven faster in all situation. Especially when nowadays the commercial lorry simply move into fast lane aggressively, like signal 1 blink then go. Sometimes start blinking as they turn.
Throwing stone all over. We all people that love and pamper our cars, like to keep a distance. Whoever want to squeeze/tailgate, happily let them overtake as the shield.

This post has been edited by constant_weight: Oct 24 2022, 09:44 AM

Don't like the GVC idea, I can control the motion on my own. Well, at least the GVC did not interfere so far, maybe you push hard you can tell it in action.

To disappoint you before you test it, the 3 transmission is also sluggish. When you shift manually, it is rather ok (at least a lot faster than pure petrol T5 Volvo with Aisin, that's why I keep saying without electric motor assistance, the Aisin in my car is rubbish). In auto it is very aggressively refuse to downshift, try to give it a quick tap but not floor it.

Goes back to my favorite handling feels not equal to actual grip limit, now add 2 more fast feels not equal to actual speed. LOL

Haven't driven CX-5, but on Harrier experience, my response was so this is the famous TNGA, so much better than the old 3.0L Harrier (forgot which gen) I driven years ago, but what's the fuss? I think people just overhype on the SUV handling overall in general. Subaru XV was closest to a sedan so far in my experiences, but that's because it is a crossover, which is a raise sedan platform + rather smart AWD.

To be fair, I don't know where the faster shifting coming from. Never read it from Mazda themselves. What Mazda advertising is faster lockup of torque converter, which improve efficiency and reduce transmission loss for better fuel economy.

Yes, any form of dual clutch DCT, DSG, PDK etc whatever the commercial name and ZF8AT are in the league of their own when comes to shifting. Even the eco passenger car DCT, you don't get to feel any thing in auto mode, in city driving. Push hard you probably tell it from rpm change, still not jolt during shifting.

I have my own bias to CVT, but don't mind to have one in my family as long as I'm not the primary driver.

Bigger issue is my anxiety on belt type CVT, finally returning to this thread topic a bit. I have seen some Civic and Accord shattered CVT belt issue, my insecurity would probably send the car for transmission rebuilt at 100k km, replace new chain if I ever own one.

This post has been edited by constant_weight: Oct 24 2022, 12:12 PM

Not sure about the modded case, don't think it is high number otherwise it would be viral. The few cases I saw are stock but high mileage in short period case. Well over 100k km mileage in the first 2-3 years, some even 150k km.

The owner not a car person, hear the some sounds and still keep driving for few months before the car stop moving entirely. The mechanic commented if they check earlier maybe just a couple of the belt broken, it is a lot easier to replace the belt vs have to clean all the shattered pieces through the transmission.

Someone clocked 250,000 miles within 1 year of ownership.

https://www.caranddriver.com/news/a41889256...leage-for-sale/

https://cars.tvbs.com.tw/car-news/84871

I've installed my dream tyre CSC7, and I'm very happy. See my review.

https://forum.lowyat.net/index.php?showtopi...ost&p=107451350

It should has some blend of slick tyre compound base on how sticky it is, but do not need to warm up.
I read other global McLaren, 718 forum for feedback of those track the tyre, it rivals trackday tyre for 1-2 time attack lap, just not able to endure extend time of high temp as good as the track day tyre.

Price is similar to PS5. But expect PS5 to last 30% longer.
Track tire = cheap when one only look at initial price, should cost/km too.

I think it is perfect for street use + occasion casual trackday (1-2 laps, then sembang), or as wet track day tyre (just like PS4S but average 1 sec faster every minute, which is crazy). Serious dry day, stick to semi-slick.

BTW: which trackday tyre you using again? AD08? I saw my supplier imported a lot of RE-71R / RE-71RS for R35 and FK8. Seems like a very popular choice.