Peugeot 308 III

The Peugeot 308 has been known for rewriting the French carmaker's customs with the second-generation model rewrote Peugeot's naming strategy to freeze the -08 instead of advancing to the next number as models evolved. The advent of the third-generation 308 marks a bold new era for Peugeot, now that it's part of the newly-christened Stellantis family of car brands from PSA and FCA. It's the first to don Peugeot's new logo first seen on the e-Legend concept. Let's get to know the first Peugeot of its new era.

With prices starting at 24,800 Euros plus additional costs, the all-new Peugeot 308 is once again rewriting the Peugeot custom with its evocative styling, new interior, improved performance, and a plethora of driving tech that will attract neophyte drivers and get acquainted with it until the end.

Starting with the design, the new model has an aggressor feel than the previous model's generic approach. Speedo boys could say that the new model's aggressive exterior design is a recipe for a hot hatch but hold it right there boys because even though the new model has the striking looks of a cobra, Stellantis says no for the new model to become a hot hatch, unlike the previous model, because of the new normal. Boo.

Although the new exterior design is the main reason to fall in love with the all-new 308, the new interior is a worthy challenge. The i-Cockpit has been given a major overhaul on the new model with the introduction of the first-ever Peugeot i-Connect. While the new interior gives drivers the feeling of a sci-fi fighter, the minimalist approach and the gear select buttons in place of a lever can easily scare speedo boys straight or as some would say, "Marty, we got to go back!". What's also worse is the voice control that works like Alexa so expect trouble for those sitting on its sweet spot.

In terms of comfort, the new 308 is as comfortable as most mainstream cars should and it's surprisingly more spacious than the previous model it replaces because of its increased wheelbase. Also, the boot space is slightly more as well. With such room, the new 308 is capable of almost all walks of life.

The new 308 is powered by a choice of a 1.2L PureTech, 1.5 Blue HDi, and a 1.6 HYBRID variant, all mated to an 8-speed automatic gearbox. The most powerful version is the 1.6 HYBRID variant, which is basically a plug-in hybrid with the turbocharged 1.6L petrol engine connected to an 81kW electric motor. It produces a system power output of 225PS of power, has a 0-100kph of 7.5 seconds, a top speed of 235kph. The HYBRID 180 variant is the most efficient because of its 1.1L/100km combined fuel economy based on WLTP standards. You can kiss your Corolla Sport hybrid goodbye.

In terms of dynamics, the new 308 is part comfortable, part sporty at the same time thanks to its reworked suspension setup and the Driving Style Selector. Whichever style you're driving, rest assured that the new 308 is better to drive than the previous model. Not perfect but it will do.

As the car that represents the new era of Peugeot, the new 308 comes with a wide array of driving tech such as Semi-automatic lane change, anticipated speed recommendation, curve speed adaptation, long-range blind-spot monitoring, RCTA, Peugeot Open & Go, E-call+ emergency call, and more, standard or with the Drive Assist pack.

The new 308 truly is the start of the new era of Peugeot, apart from being the first to proudly wear the new Peugeot logo. Although not suitable for speedo boys because Stellantis says no to a hot version of this new model, it has the credentials normal drivers need to get through the new normal in style and dynamics. Not perfect but it's the best 308 made for the new normal.

Photo: Peugeot

Skoda Fabia (4th Gen)

The commoners' Skoda, the Fabia, is now on its fourth generation and it promises to be the best Fabia ever made because of its newly improved dynamics thanks to its new platform, the design that fits the Simply Clever slogan, the new interior, and a host of safety features fit for commoners. Not for speedo boys.

2022 Skoda Fabia

With prices starting at 339,900 Koruna plus additional costs, the reasonably priced, fourth-generation Skoda Fabia marks a fresh new start on the commoners' Skoda, which is basically a Czech cousin of the Volkswagen Polo as most say. Digging through every nooks and cranny, it seems Skoda did a fantastic job revamping the Fabia to adapt to the new normal, starting with the design.

2022 Skoda Fabia

The massive horizontal grille, at first, can be easily mistaken for a BMW or a Kia, but because huge grilles are the new normal, you can't really tell. Putting aside its front face, the new Fabia is styled just like its big brother, the Golf-sized Scala. It's all in the family if you ask them.

2022 Skoda Fabia interior

Step inside, the new Fabia has gone to the minimalist interior route because minimalism is also the new normal and that's bad news for speedo boys behind the wheel because look at the touch screen, there are no buttons in it. At least, climate control still has dials in it, which is good for a city car like the Fabia. Lamenting on the dashboard with the buttonless touch screen aside, the new Fabia dons a digital instrumental panel akin to the Audi virtual cockpit. Speed, range, navigation, this instrumental panel has it all.

Thanks to the use of its MQB-A0 platform, a first for the Fabia, the new model is surprisingly roomier than the old model and more spacious in the boot as well because of its additional 50L boot capacity. With a bigger boot space to boot, the Fabia works on all walks of life, whether if it's for another courtesy visit to relatives, another day at work, special deliveries, or TNVS.

2022 Skoda Fabia

The all-new Fabia is offered with a choice of a fuel-efficient 1.0L MPI or a 1.0L TSI engine in different configurations. There are no diesel variants, of course, because today's Europe despises diesel because of you-know-what-and-why. Manual and DSG are offered, depending on the variant.

The most powerful version has a 1.0L TSi engine producing 110PS of power and 200Nm of torque. With the 7-speed DSG, it sprints from 0-100kph in 9.5 seconds and flat out in 205kph. Enough to embarrass a Toyota Yaris on the highway, of course. Those who are interested in fuel economy, meanwhile, should go for the cheapest version with the 1.0 MPI engine mated to a 5-speed MT because of its combined fuel economy of 20kmpl based on WLTP standards.

Back to the new Fabia's use of the MQB-A0 platform, this new platform gave this tiny little hatchback more character, meaning it's so much more fun to drive than the previous model. Coupled with the sports chassis, the Fabia possesses hot hatch levels of enjoyment without all the drama. Of course, you can opt-in for the Rough-Road package in case you're in a mood for sandblasting at the beach but that would be a cheese-fest for a front-wheel-drive hatchback that wants to be taken care of in the suburbs and the city centers of Europe, so just ignore the Rough-Road package.

Like the cars of today, the new Fabia dons a wide array of active and passive safety features, including the ones that were originally offered exclusively for luxury cars such as Travel Assist, Park Assist, Lane Assist, Traffic Sign Recognition, Side Assist, Front Assist with Predictive Pedestrian and Cyclist Protection, and Manoeuvre Assist. Coupled with up to nine airbags and you got yourself a high-quality city hatchback possessing high-quality levels of safety, whatever the reason.

The new Fabia truly adapts to the new normal with its new platform, the design that fits the Simply Clever slogan, the new interior, and a host of safety features fit for commoners. Like it or not, if you are the kind of person who wants a spacious city car but despises city crossovers, consider the new Fabia as your bet. The more your know.

Photo: Skoda Auto

Nissan Note Aura Nismo

The Note Aura, the dark side of the new Nissan Note that shares the same stuff as the regular one but with luxury touches and a wide form to differentiate, has been given the NISMO treatment and nothing says darker than a semi-hot hatchback fit for the grassroots racer starting his first track day at Tsukuba.

2022 Nissan Note Aura NISMO

2022 Nissan Note Aura NISMO

Priced at 2,869,900 Japanese Yen (around $29,000) plus additional costs, the Note Aura NISMO turns an oversized woman's purse into a speedo boy machine that looks like what speedo boys wanted but with the performance not yet ready to become a speedo boy's favorite. More with that later on but first, the styling.

2022 Nissan Note Aura NISMO interior

The normal Aura features a unique exterior design and a more premium interior to differentiate itself from the normal Note. The Aura NISMO, meanwhile, features signature NISMO elements implemented not just on the exterior but on the interior as well. The exterior features a signature NISMO aero kit to make look speedo-boy-friendly while the interior features a red-and-black theme just like most NISMO vehicles wear, not to mention the available RECARO sports seats to give speedo boys a much driving experience on the road and track.

No power boost here, sorry speedo boys. The Aura NISMO still runs on the e-POWER powertrain mated to a CVT gearbox. If you don't know what e-POWER is, it's where the 100kW electric motor does the talking while the 1.2L petrol engine supplements the battery and the motor.

The front-wheel-drive Aura NISMO features a specially-made NISMO mode that gives this hatchback a more responsive driving feel even while enjoying a nice Sunday drive at the Hakone turnpike. With cornering as its main topic, the Aura NISMO's aero kit features a greater downforce fit for cornering. Along with its sport-tuned suspension setup, monotube-type rear shock absorber, optimized body rigidity, and specially-made MICHELIN PILOT SPORT 4 tires, the Aura NISMO feels surprisingly accessible to drive on the road and track. Although not as fun as what the speedo boys hoped, it's rather impressive for a different kind of JDM hot hatch.

Of course, like today's cars adjusting to the new normal, the Aura NISMO features a wide range of ADAS such as Pro-Pilot, Intelligent BSI, and Intelligent FCW to name a few.

So, the Aura NISMO, what's it feel like? Although it's not what the speedo boys hoped for, this near-thirty-grand hot hatch is reasonably priced and fit for the grassroots driver within. Enjoy your Sunday drive with this newest NISMO vehicle.

Photo: Nissan Motor Co., Ltd.

Nissan Note Aura

Launched last year, the third-generation Nissan Note is the first Nissan car sold in its new era judging by the implementation of the new Nissan logo first applied in the Ariya. It continues Nissan's success story of its e-Power system in its new and functional form and in the midst of the new normal, this new economy car is ready to show the world how it's made.

2022 Nissan Note Aura

2022 Nissan Note Aura

For those who want the new Note that works just like the new Note but with a lavish affair, Nissan welcomes you to the dark side of the new Note, it's called the Note Aura, the luxury version of the third-generation hatchback.

Priced at 2,610,300 Japanese Yen (less than $27,000) plus additional costs, which is more expensive than the normal Note it was based on, the Aura is known as the dark horse of the new Note because of its lavish features not seen in the regular model as well as its unique styling fit to become the modern Japanese woman's new accessory.

Beginning on the exterior, the Aura differentiates itself from the normal Note with its Ariya-styled design and wider body size that still works on Japanese roads just like the normal Note. When parked alongside the normal Note, you can really tell the difference between them but either way, they're still the same species.

2022 Nissan Note Aura interior

2022 Nissan Note Aura interior

The interior feels like the new Nissan Note but because this is the dark side of the new Note, the Aura features premium amenities such as wood-grain trims on the dashboard, special leather seats on the Leather Edition, and Bose Personal Plus sound system that comes with speakers on the front headrests, among many others. That's "house fancy" for compact hatchback standards.

Despite the fancy treatments, the Aura still fits just like the normal Note for up to five people and it's got ample boot space fit enough for all your daily needs, be it for weekend trips with family and friends, grocery shopping, door-to-door deliveries, or TNVS.

2022 Nissan Note Aura

The Note Aura, just like the normal Note, is powered by Nissan's hallmark e-Power hybrid powertrain where the 100kW electric motor does the talking while the 1.2L petrol engine supplements the battery and the motor. Combined with the CVT gearbox, fuel economy is rated at 27.2km/L based on WLTC Mode standards, which is less than the normal Note gives.

If you're feeling under the weather, the Aura comes with the available all-wheel-drive system with the additional electric motor on the rear for a slightly added power despite the fuel economy cut to a mere 22.7km/L, which is modest for an AWD hatchback ready to take on today's weather forecast.

In terms of dynamics, the Aura still behaves like the normal Note despite its wide form, although it feels a bit old-fashioned compared to the competition, bearing suspension setups more sophisticated than this. Underneath, it comes with Rack & Pinion steering, front independent suspension with struts, rear torsion beam, front ventilated disc brakes, and rear leading trailing type brakes. Not as sophisticated as the mainstream Euro hatches but it's manageable.

Like the normal Note, the Aura comes with ProPilot driver-assist tech with Navi-link which allows this car to take advantage of the car's sat-nav to check for corners, speed limits, and more while taking advantage of its wide variety of semi-autonomous driving tech.

The Aura really is the dark side of the new Note because of its lavishly-equipped features fit for a woman's next accessory while traveling through one of Japan's fanciest cities like a semi-one-percenter. Although it's not really made for the 1%, the premium touches really made the Aura a class apart despite the fact that it runs on the same bits and bobs as the normal Note. Which one will you go for?

Photo: Nissan Motor Co., Ltd.

Daihatsu Rocky HEV / Toyota Raize Hybrid

Daihatsu's compact crossover, the Rocky, along with its Toyota Raize equivalent, received their first-ever hybrid variants featuring Daihatsu's first purpose-built hybrid system that promises to be a game-changer on Japanese roads unless some wire-wearing ASEAN car smugglers are hearing about this. Why does Daihatsu's first hybrid system matters to these crossovers? Let's find out.

2022 Daihatsu Rocky HEV

2022 Toyota Raize Hybrid

Priced at 2,116,000 Japanese Yen plus additional costs or 2,163,000 Yen if you are in a Toyota dealership, the hybrid variants of the Daihatsu Rocky and Toyota Raize crossovers featured a specially-developed hybrid powertrain that some say works just like the one from the Nissan Kicks e-Power.

While the exterior design remains the same as the normal one, albeit the Rocky one features a unique front face to differentiate it from the normal one, the similar interior features a specially-made instrumental panel that checks out the progress of its hybrid system.

The hybrid powertrain features a new 1.2L WA-VEX petrol engine that generates the electric motor, which is broadly similar to the Nissan Kicks e-Power of course, capable of getting through low and medium speeds and suitable for driving around town. Because the battery that generates the said powertrain is positioned under the rear seat cushion, the passenger space and boot space is identical to the normal equivalents.

Thanks to this powertrain and the fact that it is offered exclusively in front-wheel-drive, the fuel economy of the hybrid variants is at 28kmpl based on the WLTC Mode standards, the highest in the compact SUV class.

The Rocky and Raize hybrid variants come with the new S-PDL that allows comfortable acceleration and deceleration by putting your foot on and off the accelerator pedal. It can be engaged in either Normal Mode or Eco Mode according to driving conditions.

Like the normal variants, the hybrid variants do come with an improved Smart Assist advanced driving aids featuring a new stereo camera first applied on the Taft, collision warning function and collision avoidance support braking function support pedestrian detection at night, and the sign recognition function for maximum speed and stop sign, giving them a total of 19 safety features, the most for a Daihatsu-made vehicle. Also, the electronic parking brake and the Cornering Trace Assist is now standard for expensive variants.

With the arrival of the hybrid variants of the Daihatsu Rocky and Toyota Raize, looks like the Nissan Kicks' luck just ran out because of the fuel economy these crossovers possess, especially the budget. Whether if you want a front-wheel-drive crossover fit for the trip to the mall with your friends or for work-related stuff in case of logistics and TNVS purposes, consider the hybrid variants of the Rocky and the Raize. They don't look as sharp as the Kicks but they're here to go through the extra mile from sunrise to sunset.

Photo: Toyota/Daihatsu

Hyundai Casper

Can you create a crossover that has the sizing of a city car but works on almost all walks of life? In Hyundai's perspective, yes. The Korean auto giant created a crossover that sized like a tiny car but can do almost anything. It even has a ghoulish name in it. It's called the Casper.

2022 Hyundai Casper

2022 Hyundai Casper interior

It's not yet Halloween, but it seems Hyundai went too early for trick-or-treating with their newest baby crossover with the name of the friendly ghost in it. However, this isn't more than just being named after everybody's favorite friendly ghost, nor a place somewhere in Wyoming, not even named after a skateboarding technique. No way. This is a 13,850,000 Korean Won compact crossover that is all tricks and treats for those who are new to the motoring world.

Beginning with the design, the Casper can be utterly mistaken for an Indian-made compact crossover because of such size and looks. Although not as good-looking as one of its main rivals, the Suzuki Ignis, the Casper feels right at home, not just a city car, but also for the great outdoors if you're in a middle of a Sunday drive. It's a compact crossover fit for almost all walks of life.

The interior is where it shines the most. At the driver's side, users can easily access through the passenger seat and back because there is no center console in it while the gearbox is positioned on the dashboard.

Unlike most crossovers that fold only passenger seats, the Casper allows users to fold all of the seats, including the driver's seat, giving them many ways to do while inside. You can fit an inflatable mattress in it and sleep on it while enjoying a nice camping trip in case you forgot to bring the tent. Now that's smart thinking for Hyundai's tiny four-seater crossover with modest boot space fit enough for today's groceries with the rear seats present.

The Hyundai Casper is powered by a 1.0L petrol engine in natural aspiration and turbo configurations and it's mated to a 4-speed automatic gearbox. The NA version has a combined fuel economy of 14.3kmpl while the turbo version produces 100PS of power and 172Nm of torque.

Don't expect the dynamics to be fancy though because the Casper features front MacPherson struts, rear torsion beam, and disc brakes. Although not as fancy as the tiny Europeans, it's still a fun compact car to drive on the city streets and in rural settings.

It's front-wheel-drive only but the Casper features a nifty feature that allows this crossover to drive through mud, sand, and snow, something similar to the Citroen C3 Aircross, a front-wheel-drive crossover everybody loves, but it's almost as functional as the French compact crossover mentioned.

In terms of safety, the Hyundai Casper features a suite of safety features such as Forward Collision-Avoidance Assist, Lane Keeping Assist, Lane Keeping Assist, Driver Attention Warning, High Beam Assist, and many others.

Be it no doubt that the Casper has all the tricks and treats the cheapest Hyundai has to offer and it really is the hat trick the Koreans have pulled. Like it or not, this crossover could be your first ride. You'll spend plenty of time getting to know the basics of driving with the Casper and before you know it, it could be your favorite ride for the time being. You wouldn't let it go until you are fully satisfied with its results.

Welcome to the new normal.

Photo: Hyundai Motor Company

Suzuki Wagon R Smile

The Suzuki Spacia is a kei minivan that boasts the best fuel efficiency of its class, edging the likes of the Honda N BOX, Mitsubishi eK Space, and its main rival, the Daihatsu Tanto. Sadly, there's a new kid in the family that will overthrow the Spacia's title with its fuel efficiency and pricing. It's weirdly called the Smile.

2022 Suzuki Wagon R Smile

So, what's to smile about the first-ever Suzuki Wagon R Smile? Priced at 1,296,900 Yen, it's slightly cheaper to own than the Spacia but sadly, the Smile is not built to go after the ones mentioned so it's best to leave the competition mentioned above to the Spacia because the Smile is made to compete against the Daihatsu Move Canbus, which is surprisingly more expensive to own than this newcomer.

That's something this new tiny minivan can smile about but let's have a quick dive with this newcomer from Suzuki, starting with the design.

2022 Suzuki Wagon R Smile

Wider than the Hustler, the Smile features a much simpler design that is quintessentially Suzuki indeed. The round lamps look vaguely similar to the Alto Lapin, while the rear-view design looks like the Hustler. Overall, it really is a Suzuki kei car from every angle.

2022 Suzuki Wagon R Smile interior

2022 Suzuki Wagon R Smile interior

Checking the interior, the Wagon R Smile, despite being narrower and shorter than the Spacia, is still a spacious kei minivan that is as cozy as a simple one-story house you've rented from Airbnb.

On the driver's side, you can really tell just how driver-focused the cockpit is and with the HUD present, it's surprisingly high-tech for a tiny car like this. Looking at its side mirror, you'll be surprised that there's a side under mirror equipped on the Smile so not only you can look for objects on both sides but also the undersides as well. Thoughtful thinking.

Because the interior's longer than the Spacia, you'll have some space to stretch your legs. Sure, it can fit up to four people inside, but the boot is a different story. It can fit some groceries with the rear seats present but with them folded, you'll have plenty of ways to store. It's a small kei minivan but it sure packs some decent luggage for some simple jobs or from a small to-do list.

2022 Suzuki Wagon R Smile

Behind the wheel, the Wagon R Smile truly fits on Japanese roads like a coin in the piggy bank.

Running on the Suzuki HEARTECT platform, the Wagon R Smile features front MacPherson Struts with coil springs, a choice of rear torsion beam for FF models and an Isolated Treading Link for 4WD models, torsion bar stabilizers, rack and pinion steering,  and a choice of disc brakes for FF models and ventilated disc brakes for 4WD models. Such dynamics underneath made the Wagon R Smile as nicer to drive as a, let's say, a baby stroller with a baby sounded asleep.

Under the hood, the Smile is powered by the RO6D 660cc three-cylinder petrol engine that produces 49PS of power and 58Nm of torque. Mated to a CVT, it has a fuel economy of 23.9kmpl on the WLTC scale.

The hybrid variants feature the same engine but it's been bolted to a 1.9kW electric motor, li-ion battery, Idling Stop, and Eco-Cool, resulting in a fuel economy of 25.1kmpl on the WLTC scale. That's more than the Spacia's, of course.

As always, the Suzuki Smile features the Suzuki Safety Support suite of driver aids that will keep this kei minivan safe on all grounds.

Fit for Japanese roads like a true Japanese car, the Suzuki Smile is proof that kei cars are still in the game even in the age of electrification and because it's more fuel-efficient and cheaper to own than the Spacia, this is Suzuki's bargain car of the year, but don't get too jumpy on because like I said, the Smile is made to compete against the Daihatsu Move Canbus and because it's better to own than the Canbus, consider this another win for Japan's no.1 kei car maker.

Photo: Suzuki Motor Corporation

Toyota Aqua - Second Generation

In late 2011, Toyota unveiled the Aqua, a hybrid hatchback that not only it's cheaper than the Prius but more economical as well. With the advent of the more economical Yaris Hybrid, we all thought that the Aqua would meet its demise because of the Yaris's success but Toyota wouldn't let go of the Aqua because, in honor of the car's 10th anniversary this year, the Japanese motoring behemoth decided to give a brand new life for the compact hybrid hatchback for the masses. That's right, the Aqua's evolved.

2022 Toyota Aqua

2022 Toyota Aqua

You are looking at the all-new, second-generation, Toyota Aqua, the evolution of the hybrid compact hatchback for the masses. Starting at 1,980,000 to 2,598,000 Japanese Yen plus additional costs, the all-new Aqua retains its value-for-money charm, meaning those who can't afford a Prius can buy this affordable and fuel-efficient hybrid hatchback to live with.

First, let's take a look at the exterior design. On the front, you can think of it as a rehash from the previous model, but when you look at its side and rearview, you'll have a quirky impression that it looks vaguely similar to the Ford Fiesta. Toyota says the new Aqua is targeted at young women in their 20s and 30s because to them, cars are like an accessory, but judging from its design, it feels like it's a general audience vehicle.

2022 Toyota Aqua interior

The new interior looks almost identical to the Yaris from last year. Look closely and you'll notice that the dashboard positioning, the steering wheel, and the speedo look almost identical to the Yaris, the hatchback that took its place. Similarity aside, the new Aqua is slightly roomier than its predecessor and slightly more spacious as well, meaning you can fit tons of shopping bags as well as some groceries. Apart from being used for leisurely city trips, the new Aqua is fit for delivery and TNVS duties if you're into that.

2022 Toyota Aqua

The new Aqua now runs on the similar TNGA compact platform first applied on the Yaris and when compared to the previous model, it is more fun to drive and easier to live within the city center or in the suburbs. Although not as sophisticated and fun to drive as the European hatches, the new Aqua still has checks and balances to give drivers a more relaxing driving feel all the time.

Under the hood, the Aqua runs on the new 1.5L Dynamic Force engine bolted to an electric motor and the world's first bipolar Ni-MH battery, offered on more expensive models. This new kind of battery has twice the output, improved throttle response, and smooth low-speed acceleration compared to a normal nickel-metal battery. You can even drive it on electric power only as well. 

For the first time, the all-new Aqua can be offered with the E-Four hybrid four-wheel-drive system that sure is coming in handy in case of weather change or in need of some extra power as well as a lithium battery-powered entry model.

An entry-level Aqua with a lithium-ion battery has a fuel economy of 35.8km/L based on WLTC standards, which is slightly less than the Yaris, of course, but more importantly, more fuel-efficient than the new Nissan Note e-Power! Now that is a real bargain.

Apart from that, the all-new Aqua marks the debut of Toyota's brand-new Comfort Pedal feature which allows the car to create regenerative braking force when you gently put your foot off the pedal.

In terms of safety, the all-new Aqua features a wide range of safety techs such as the Pre-Crash Safety System, Radar Cruise Control, and the Toyota Teammate, a first for a compact Toyota car, among many others.

Despite having its place taken by the Yaris, the Aqua is back for its second generation and with its new hybrid powertrain, tech, and style, it's proof that this affordable hybrid hatchback is still alive and has become the ideal new car for the new normal. Whatever the reason, the arrival of the second-generation Aqua is a decade in the making.

Photo: Toyota Motor Corporation

Hyundai Kona N

It's been three years since Hyundai brought us their first and only N car available in South Korea, the Veloster N, and now, the N family's slightly expanded with the addition of the first-ever N crossover based on the recently facelifted Kona compact crossover. An N SUV sounds like a stupid idea because we all live in today's motoring world where SUVs are superheroes but the first-ever Kona N gets a shot of life by showing its newly found superpowers for the greater good on the road and track.

2022 Hyundai Kona N

2022 Hyundai Kona N interior

Starting at 34.18 million Korean won plus additional costs, the first-ever Kona N transformed the ordinary nimble Kona crossover into a superhero. A superhero that is ready, willing, and able to show its quirk on the road and track with its hot-hatch-like handling and performance.

Based on the recently facelifted Kona compact crossover, the N features signature red accents, large air openings on the front end, a lowered center of gravity, a double-wing roof spoiler, and other exterior upgrades to differentiate it from the normal Kona as well as its lesser N Line variant. With such upgrades, the Kona N now has a striking image of a hot hatch, making first-timers' skins crawl, hoping they want a piece of that action.

It's the same story on the interior as well because the Kona N is packed with additional features that will make speedo boys hooked for more such as the N steering wheel with two customizable buttons, a proper handbrake in case you want to ruin this ride doing backseat twist, Performance Blue accents, and some added functions on the speedo and sat-nav to check your progress on the track. Despite the additional performance-oriented goods, it still fits like a normal Kona and it's loaded with tech as well.

Under the hood, the Kona N is powered by the same 2.0L 280PS Turbo GDi engine and the 8-speed wet-type N DCT gearbox as the Veloster N. It does 0-100kph in 5.5 seconds with a Launch Control set and a top speed of 240kph. Apart from that, it comes with numerous high-performance functions that will get speedo boys hooked for more such as the N Power Shift, N Grin Shift, and the clever of the three, the N Track Sense Shift that optimizes adaptive shift for racetrack driving. It's like that signature Gran Turismo feature where it tells you the recommended gear shift while going through the corner. Long story short but you get the idea.

Anyway, there's a weird saying that the "Nurburgring ruins cars" or "when a car's built on the track, it won't be as good on the road at all". Yes, speedo boys got that memo and the Kona N may be fit for that scenario because of the fact that all N cars are developed and engineered at the Nurburgring. The addition of the Pirelli P-Zero tires, R-MDPS, ECS, TCS, N Corner Carving Differential, and N Power Sense Axle really made a difference to this front-wheel-drive hot crossover in terms of handling but as a daily driver's car, despite the list of SmartSense active safety features festooned into it, there's one major caution with this ride though; it's going to be as tense as seeing your Grandma watching disaster flicks for the thrill of it. Yes, it's front-wheel-drive only and the only good thing this hot Kona does is behave like a 2X Spicy Noodle mukbang.

The Kona N joins the long list of high-performance SUVs available in the market because, in today's motoring world, SUVs are like superheroes. You get the point but because of its hot-hatch-like dynamics and performance, this mild but menacing Kona is worth salivating for if you are prepared to spend your hard-earned cash on this. While it's not as good as the Veloster N, the Kona N is the super crossover hero you wish to have.

Available colors: Cyber Gray Metallic, Dark Night Gray Pearl, Ignite Red, Atlas White, Performance Blue, Phantom Black Pearl, Sonic Blue, and Gravity Gold Matte.

Photo: Hyundai Motor Company

Second-generation Honda Vezel/HR-V

The previous Honda Vezel is a sharp-looking urban crossover that feels so engaging to drive but it's got a lot of issues in store, probably because those who bought the hybrid variant are experiencing some upsets with the gearbox despite the fact that it's more engaging than a CVT-powered hybrid vehicle. As compact crossovers are getting a lot of love in Japan, the Honda Vezel (known in the world market as the HR-V) is now on its second generation and it uses the same bits and bobs as last year's Honda Fit, including the controversially new e:HEV dual-motor hybrid powertrain. Let's observe.

2022 Honda Vezel

The all-new, second-generation Vezel, starting at 2,279,200 Japanese Yen, has arrived with its friendly new design, minimalist interior, the e:HEV hybrid powertrain, and the added tech that promises to a step above from the previous model, well sort of because with the new model features the same bits and bobs as today's Honda Fit, it feels like it eschews its fun-to-drive character in favour of a simpler, nice guy attitude that feels a bit above average.

2022 Honda Vezel

First, let's get to know the styling of the new Vezel and this new design is no longer sharper than the previous model it replaces because the designers behind it wanted the new Vezel to be more friendly to the people's eyes, in tune with the times, and more importantly, as quintessentially Japanese as possible. Come to think of it, while the new design is a step through the simpler times, it can be downright mistaken for a Mazda CX-30 with the back of a Cupra Formentor, if you know what I mean.

2022 Honda Vezel interior

Come inside and you will be greeted by its new minimalist interior that still works just like every other car should. On the driver's side, it feels somewhat driver-focused compared to the previous model but with the touch-screen sat-nav with Honda CONNECT onboard, you might spend a few minutes toying around with its apps, especially when you let your smartphone be part of it and toy around for more. Also, there are knobs for climate control, the steering wheel with lots of buttons to learn, the available paddle shifters for those who want something engaging, and more. That's something.

On the passenger side, the new interior's nicer to live with than the old Vezel and it's got slightly improved dimensions as well. With the rear seats present, you can store as many as four big suitcases on the back but with them folded, you can store as much as you want. That's practicality in a nutshell.

2022 Honda Vezel

The new Vezel features two powertrains to choose from such as the conventional 1.5L L15Z petrol engine with 118PS of power, 142Nm of torque, mated to a CVT, and a fuel economy of up to 17kmpl based on WLTC Mode standards, and the 1.5L e:HEV powertrain.

The 1.5L e:HEV powertrain consists of a 106PS 1.5L petrol engine bolted to Honda's dual-motor hybrid system that churns out 96kW of power and a Li-ion battery. Mated to a CVT, which makes the new Vezel more boring to drive than the previous model it replaces, fuel economy has been jumped to 25kmpl based on WLTC mode standards. At such a rate, it's more efficient than the previous Vezel Hybrid.

Like the new Fit, the Vezel jettisons its fun-to-drive attitude in favour of a simpler and nicer way to drive from home to whatever destination you've set to. Even the addition of paddle shifters and setting the car to a more engaging Sport Mode wouldn't help. Probably because despite being a new model, the new Vezel still runs on a normal suspension setup consists of front McPherson struts, front torsion bar stabilizers, and an independent rear suspension for FWD or De Dion for 4WD models, as well as ventilated disc brakes, and Rack and Pinion Electric Power Steering. It might feel regular but being regular is what the new Vezel does best.

Speaking of regular, the new Vezel comes with Honda Sensing for the first time, featuring a wide range of safety features Pedestrian Collision Mitigation Steering System, Collision Mitigation Brake System, Adaptive Cruise Control, Blind Spot Information, Cross Traffic Monitor, and more. Again, that's something.

Love it or hate it, the new Honda Vezel is a coupe crossover that prefers to go regular rather than most fancy compact crossovers do. Yes, the e:HEV powertrain with CVT really feels like a demotion from the previous hybrid model but the simpler design, interior, and tech really mean business and whether you want one or not, the new Vezel could be the first car for those who got a driver's license for the first time. Thank you, Honda.

Photo: Honda Motor Co., Ltd.

Cupra Leon

Having nearly satisfied with their works such as the Cupra Ateca, and the Cupra original vehicle, the Formentor coupe-crossover, it's about time Cupra made a hot hatch by taking the fourth-generation Seat Leon as their base for their latest masterpiece, the Cupra Leon, and by the looks and feels of it, this could be the Cupra car speedo boys are waiting for, well almost.

2021 Cupra Leon

2021 Cupra Leon Sportstourer

The first-ever Cupra Leon range follows the footsteps of the previous Seat Leon Cupra and by turning the fourth-generation Seat Leon into a Cupra-fied hot hatch, this is what the Cupra fans are demanding since the beginning of the Cupra brand. It's available in either a five-door hatchback, priced at 40,480 Euros plus additional costs, and the more spacious Sportstourer, priced at 41,080 Euros plus additional costs.

Those who are familiar with the fourth-generation Leon should have no problem about how they worked. The Tarraco-styled nose, stylish side view, rear lamps that look like it came from the Kia Sportage, minimalist interior that spells utter nonsense for speedo boys behind the wheel, seating for five people, more boot space for the Sportstourer, and wide array of ADAS such as DCC, ACC, Emergency Assist, Travel Assist, Side and Exit assist, and more. 

Yes, it's those familiar stuff that kept us familiarized with the fourth-generation Leon but since this is the Cupra Leon, the differences are all over. From its Cupra logo, wheels, and interior accents finished in its copper glory, beefed up exterior design, additional drive modes on the sat-nav for when you need it, and pretty much anything to differentiate it from the normal Seat Leon.

At the start, the Cupra Leon range features a modest e-Hybrid powertrain which combines the 150PS, 250Nm 1.4-litre TSI petrol engine and a 85kW electric motor with 13kWh lithium-ion battery pack, making it capable of producing a total output of around 245PS of peak power and 400Nm of torque. That's about more power than a Toyota Altezza RS200 and by a long shot but now's not the time for comparison because with this PHEV powetrain mated to a DSG, it does 6.7 seconds and onwards to 225kph. That's modest performance for an eco car as well as its fuel efficiency which returns to about 1.4 l/100km on the combined WLTP scale.

The PHEV variant sounds nice but those who are demanding for the ultimate hot hatch should wait later this 2021 for the 2.0L TSi engine which produces 300PS of power (10PS more on Sportstourer 4Drive variant) and with the DSG mated, it can get out at 100kph in 5.7 seconds and electronically limited to 250kph.

Of course, being the Spanish answer to the Golf GTi, the Cupra Leon is as close to the hot hatch poster boy as you can get thanks to its enhanced chassis setup, the DCC, front MacPherson struts and rear multilink setup on the suspension, and Brembo brakes. For a front-wheel drive hot hatch, the Cupra Leon is as breathable to drive as breathable underwear you bought at the mall and then soiled by the time you had a blast with this Spanish GTi.

With the choice of a e-Hybrid and 2.0L TSi with over 300PS of power, not to mention the reworked dynamics that makes it hot hatch material, the Cupra Leon is the Cupra fans are waiting for, almost. Will you have one rather than Cupra's crossover siblings?

Photo: SEAT

Mazda MX-30 EV Model

Months after Mazda introduced us to the mild-hybrid MX-30 crossover, it's about time that the Japanese carmaker added the electric version of the compact crossover that marked Mazda's centennial anniversary. It's the MX-30 that some motorists wanted it to be right from the beginning or so they thought but anyway, let's step into the electric version of the MX-30.

2021 Mazda MX-30 EV Model

When the MX-30 first appeared at the 2019 Tokyo Motor Show, in concept form, it was the Mazda that made a lot of headlines because of was the first Mazda to come with the electric drivetrain. However, in the fall of 2020, they gave us the mild hybrid version of the MX-30, which is not bad to drive. With the arrival of the MX-30 EV Model, Mazda's got a lot of work to do by proving to the world that they're ready to compete with the other electric crossovers in its size, mainly the Peugeot e-2008 and the Vauxhall Mokka-e of course.

At first glance, it's still an MX-30. You still have the same RX-8-derived freestyle doors, which is cool, the same minimalist dashboard, the same cork trims, the same struggling access through the rear seats, and the same boot space as usual, but because this is the EV Model, you can expect the driving experience will be a lot different compared to the mild hybrid one.

With twice the pricing as the normal MX-30 (at the rate of 4.51 million yen), you might say that it's basically a slightly expensive compact crossover EV but let's keep digging because it's time to talk about the e-SKYACTIV electric powertrain that has the whole world talking about.

Bolted to a 35.5kWh lithium-ion battery, the MX-30 EV Model's e-SKYACTIV electric drivetrain generates about 107kW of power and 270Nm of torque. It has a driving range of about 256km by WLTP standards, which is not bad for an electric car.

Apart from that, the EV model differentiates itself from the normal MX-30 such as a bespoke Motor Pedal that responds rather well to its inputs, e-GVC Plus which gives it unheard dynamics on an electric car like this, and others.

It may be electric but it's still a Mazda and by utilizing all the dynamics know-how learned from every other model, this front-wheel-drive electric crossover still behaves like every Mazda should, no matter how good or bad will be. Good stuff, though, but we're not yet in the clear because, like the normal model, it features a massive array of i-Activsense safety features that will scare a speedo boy straight.

The MX-30 EV Model may have been the MX-30 that the public's waiting for since its 2019 Tokyo Motor Show premiere but for some, it deserves more because word from mouth is that there will be a range extender model with a rotary engine on it it's too early to tell about that because with the EV Model arrived on Japanese roads for twice the price of a normal mild-hybrid one, expect conversations about this one.

Photo: Mazda Motor Corporation

Second-generation Mazda Flair Crossover

Looking for a second-generation Suzuki Hustler but stuck at the Mazda dealership? You've come in the right place because Mazda managed to borrow the second-generation Suzuki Hustler for their all-new Flair Crossover, which starts at 1,365,100 Japanese yen plus additional costs.

By the looks of it, the front and the rearview look pretty much the same as the previous model it replaces but look closely on the side and you can spot an extra window on it, meaning that it really is a new model and not a minor change whatsoever.

On the interior, the dashboard has three circles on it and that's something the folks from Mini should learn from it while making their next model but enough encouragement because while the new three-ringed dashboard adds a nice touch to the Hustler's new interior, it really fits through any kind of lifestyle they see fit. It can be a four-seater, a two-seater with the rear seats folded, and a nice little sleeper in case you forgot to bring a tent for the camping trip to the woods.

Running on a HEARTECT platform, the new Flair Crossover promises to be more lively to drive, safer, and more efficient than the previous model and they really mean it as demonstrated by its 4.6m turning radius. City car handling aside, the Hustler's optional 4WD system comes with Grip Control, Snow Mode, and Hill Descent Control, making it capable of getting itself dirty while taking shortcuts in case of traffic jams, which will make you look like a sweet potato when they see you taking it offroad online.

The new Flair Crossover is powered by a new 660cc R06D engine with mild hybrid technology, Eco Cool, and idling stop, and when mated to a CVT, it delivers a 25kmpl fuel economy based on WLTP standards for front-wheel-drive variants. On the turbo variants with the 660cc R06A turbo engine with the same fuel-efficient tech mentioned above, it returns with a 22.6kmpl fuel economy.

In the interest of safety, the new Flair Crossover comes with a suite of driver aids, which makes this kei crossover a certified Safety Support Car S rating.

Feel free to enjoy the Mazda version of the second-generation Suzuki Hustler any time you like.

Photo: Mazda Motor Corporation

Volkswagen ID.3 and ID.4

Volkswagen signaled the start of a new era with their original electric car called the ID.3 and the whole world's talking about one of the most important vehicles in Volkswagen's new era. So, what's it all about?

Priced under the 40K mark, the first-ever Volkswagen ID.3 signals the new era for the German carmaker and when it was first debuted, it was the first model to don Volkswagen's new logo, showcasing its minimalism in the pursuit of becoming a carbon-neutral carmaker in the future. Yes, they're going green and blue in the name of cleansing its image after the company was hit hard by the Dieselgate scandal that caused the whole world to rethink not just diesel but the whole fossil fuels.

Before getting to know more about its electric powertrain, let's observe the styling first. Drawing inspiration from the ID Concept first seen at the 2016 Paris Motor Show, the ID.3's concept-turned-reality styling is a welcoming feat for customers looking for an electric car with futuristic styling that proves that the future is now thanks to science.

The interior of the ID.3 is what made them noticed because, like most modern vehicles, the ID.3's interior goes for a more minimalist approach, something that will scare away speedo boys behind the wheel because to them, it's pointless and complicated and some might agree with them because with the touch screen's the only brain that functions the radio, the sat-nav, the aircon, and other concessions of comfort around it, it's hard getting to know about it on the first try. Complicating the touch screen master control stuff maybe, but the comfort zone still feels like any car should be. There's seating for five people and despite being rear-wheel-drive, its 385-liter boot space behind the rear seats makes it a suitable workhorse be it for work or for fun. Nice one, Volkswagen.

Being the first to run in the new MEB platform for added flexibility while incorporating its revolutionary electric mechanicals, the ID.3 has a choice of three battery sizes at launch with the largest being 77kWh (delivering 204PS of power output through the rear axle) and a range of 550km by WLTP standards. A lesser version with a 45kWh battery, 330km range, and 160kph top speed will be added later.

Despite being a rear-wheel drive electric car that spells fun for the drivers, the ID.3 behaves like a sensible electric car that fits nearly well on the city streets because of its near good turning radius, 1,719kg minimum curb weight, and compact sizing. It works like every electric car should and although it doesn't translate into fun, it's zippy and you can drive as much as you want, although there's a shocking fact that the ID.3 is jam-packed with the most advanced safety features Volkswagen ever thought of ranging from Front Assist with City Emergency Braking System and Pedestrian Monitoring, multi-collision brake and Lane Assist, Side Assist lane change system, Park Assist, Park Distance Control, and so on. These techs will keep you noticed and for speedo boys, this means panic in the driver's seat.

Yes, the Volkswagen ID.3 is proof that the future is now thanks to science and with its advanced tech, revolutionary electric powertrain, minimalist interior, and futuristic styling, this is the brave new world Volkswagen's heading or perhaps it could be heading because with crossovers rule the world like Hollywood superheroes, looks like the ID.3 might need some help from its superhero alter ego, which is its crossover version.

This is the first-ever Volkswagen ID.4 electric crossover, which costs over five grand more than the ID.3 hatchback, and like the ID.3, the ID.4 crossover features the same bits and bobs as seen on the ID.3 but with slightly increased height.

At first glance, it's basically donning the same styling as the ID.3 but because this is the crossover cousin, the ID.4 has a slightly increased ground clearance just like any other hatchback that spawned its crossover cousins nowadays. Although it looks rugged, it behaves just like the ID.3 because like the one I said, it features a similar choice of battery packs with the range-topper bearing a 204ps 77kWh battery pack with a 511km driving range, which is 39km less than its hatchback equivalent, probably because it's slightly heavier than the ID.3's, but still good for an electric crossover that costs less than the Tesla Model Y.

Although being a crossover, the ID.4 is rear-wheel drive just like the ID.3, meaning you can't take it offroad and you can't go all out with it because it's got a 160kph limited top speed, which is twenty less than your normal Japanese car, but thanks to its MEB platform it dons and its clever dynamics, it's still breathable to drive, it's sensible, and above all, it's all common sense.

The ID.3 and the ID.4 are proof that Volkswagen's now living in a new era where electricity is the way, truth, and life in the pursuit of purity. Like it or not, this new era really is worth the hype and Volkswagen really is on the roll towards a brighter future, whatever the reason.

Photo: Volkswagen.

Nissan Note E13

Nissan first introduced the e-Power in the facelifted Note E12 back in 2016 and because of the clever setup that makes it behave like an electric car while having its tiny petrol engine charges the batteries, using a tiny amount of fuel, it became a success story, and now, Nissan's road to electrification begins with the arrival of the third-generation Nissan Note, which now comes with the evolved version of its signature e-Power powertrain.

The all-new, third-generation Nissan Note, priced at 2,029,500 Japanese Yen plus additional costs, is the new normal car that blends its sharp design, user-friendly interior, tech, and its award-winning Nissan e-Power powertrain that won the hearts of many customers. It heralds the beginning of the new era for Nissan because it now dons the new Nissan logo first seen on the Ariya electric crossover last summer.

Observing first on the exterior design, the all-new Note borrows the same styling cues from the Ariya electric crossover, the one that started the new age of Nissan, and from every angle, it's hard to tell from the real thing, well the sizing is. Anyway, while it's hard to distinguish between the two vehicles, this new striking design is rather unheard of for an economy car like this but believe them, it's the sharpest economy car to look at and it really puts the Toyota Yaris and Honda Fit to shame in terms of design at least.

On the inside, the all-new Note's minimalist interior is still as user-friendly as all cars should because the engineers wanted to make the new interior a bit more user-friendly on the first try. On the dashboard, you get the available NissanConnect navigation system with smartphone connectivity, the digital instrumental panel where it displays your car's status, fully functional climate control, an electronic parking brake, USB ports, and a steering wheel with loads of buttons for your everyday use, including the ProPilot button.

They all work so you don't need to worry about it. As for the comfort zone, thanks to its improved dimensions, it's surprisingly roomier than the previous model and it's got decent boot space for your everyday needs, although the first-ever four-wheel-drive variant will get more boot space in exchange for rear legroom, whatever the reason.

The e-Power hybrid powertrain has been the hallmark of Nissan since it was first introduced in the previous model. It's about an electric motor that does the talking while letting its 1.2L petrol engine charges the batteries, using tiny amounts of fuel. For the new Note, the e-Power has been evolved into its second generation and it's now more efficient than ever, allowing it to operate at a lower RPM and engaged less often during a normal drive, delivering a combined fuel economy of 29.5km/L per WLTC standards, which is 0.1kmpl more than the Honda Fit.

The first-ever four-wheel-drive variant adds another electric motor to it and this spells more power output compared to the normal front-wheel-drive variant.

Driving-wise, the new Note still behaves like a normal car should, although it feels a bit old-fashioned compared to the competition bearing suspension setups more sophisticated than this. Underneath, the new Note comes with Rack & Pinion steering, front independent suspension with struts, rear torsion beam, front ventilated disc brakes, and rear leading trailing type brakes. While this setup is somewhat old-school, it feels like it's working and it's easy to service.

In the issue of safety, the all-new Note comes with ProPilot driver-assist tech with Navi-link which allows this car to take advantage of the car's sat-nav to check for corners, speed limits, and more while taking advantage of its wide variety of semi-autonomous driving tech, which sounds a bit worrying for speedo boys behind the wheel.

The new Note continues Nissan's success story of its e-Power system in its new and functional form and in the midst of the new normal, this new economy car is ready to show the world how it's made.

Photo: Nissan

Second-generation Honda N-ONE

The Honda N-ONE, a chic and casual kei car that mimics the iconic N360 of the past, is now on its second generation and this new model picks up where the previous model left off while taking advantage of its new style, new interior, and new tech that will cater the youth demographics looking for a small car to live with.

The new Honda N-ONE, priced at a reasonable 1,454,000 Japanese Yen plus additional costs, is the second generation of the neo-classical kei car that caught the attention of many since the previous model made a surprising appearance of, well, let's say a blockbuster that involves a boy and a girl who can change the weather. Did you get it? No? Okay, let's talk about the new model.

The new model is almost as similar to the previous model it replaces, meaning it still carries the same N360-inspired design as the original so you can't really tell the differences between them. Like most kei cars offering different styles to choose from; the new N-ONE is available in three different flavors; the base and vanilla-ish Original, the more luxurious Premium variant, and for the first time, a sporty RS variant for those who want some more fun. Either way, it's still the new N-ONE you are facing now.

Step inside and you will notice that the new interior now boasts a minimalist approach which rather worries some drivers behind the wheel, but don't worry though, you can still toy around the buttons around the car because user-friendliness is what the new N-ONE is made for. For the first time, the new N-ONE features a rear seat notification displayed on the dashboard so you will get notified about what's going on at the back, which is somewhat weird for some drivers. On the comfort side, it still fits up to four people and it has decent boot space for groceries and deliveries.

Depending on the variant, the new N-ONE is mated to an S07B 660cc DOHC 3-cylinder engine in naturally aspirated and turbo configurations. All variants are mated to a CVT gearbox that results in a 23kmpl combined fuel economy per WLTC Mode standards while the RS is mated exclusively with the 6-speed manual gearbox that delivers a 21.6kmpl of combined fuel economy per WLTC Mode standards.

What about handling? With the MacPherson struts on the front, Torsion bar stabilizers all over, Rack and Pinion Electric Power Steering, and other stuff underneath it, the new N-ONE works and feels like what a kei car should and in terms of safety, the new N-ONE now comes with Honda SENSIS functions as standard, corresponding to Support Car S Wide standards. The RS variant, meanwhile, now comes with Adaptive Cruise Control and LKAS for the first time in a 6MT kei car.

Is the new N-ONE better than the previous model it replaces?

Photo: Honda Motor Co., Ltd.