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The new TT features Audi Space Frame (ASF) construction where 69% of the materials used are aluminium with most of it found at and over the front axle. This ensures a more balanced weight distribution for a FF (front engine, front wheel drive) vehicle like the new TT coupe, thereby enabling better on-road dynamism.
“Car enthusiasts would be pleased to note that Audi has lovingly retained and stylishly enhanced the genetic code that makes up the new TT.” said Datuk Syed Wazir Syed Wahid, chairman of Euromobil. “The design concept is compact and embodies the feeling of pure design, pure performance, confidence and strengths that are shared by its owner” he added. “The new TT is utterly uncompromising, and would appeal to a select breed of individuals who want to make a statement” as the Euromobil chairman pointed out the sporty niche of the new TT coupe.
The new TT will initially be available as a 2+2-seater coupé with the superb Audi S-Tronic (Direct Shift Gearbox). It is powered by Audi’s famed and award winning 2.0 Turbo FSI, capable of 200bhp at 5100-6000 rpm and 280Nm of torque from a low 1800rpm through to 5000 rpm. Performance figures are 6.4secs from standstill to 100km/h, on the way to a top speed of 240km/h. A hidden rear spoiler deploys automatically at speed above 120km/h to increase downforce. 
Price of the fully-imported new Audi TT Coupé 2.0 TFSI S-Tronic is RM368,000 and is available for viewing and booking at Euromobil and its authorised dealers. All initial 20 units have been snapped up and the response has been encouraging, according to Euromobil Audi Head, Kula Kulendran.
The 2007 Touareg also feature ABSplus which is claimed to work better with 4WD. Also new is a set of new rollover sensors, called Active Rollover Protection (ARP). Conventional ABS brakes don't work well on loose surfaces of sand or gravel. With ABSplus, in soft and non-grippy surfaces, the system allows the front wheels to lock up briefly and clump pieces of the road surface material to produce a type of braking wedge. It is also claimed to reduce the braking distance on loose surfaces by up to 20%, thereby improving off-roading safety.
http://famouscardesign.blogspot.com/2007/04/test-drive-volkswagen-touareg-36-v6-fsi.html
Under its bulging hood, a Mercedes-Benz derived 3rd generation common-rail turbodiesel pumps out 141ps of power at 4000rpm and spins a torque of 320Nm from a low 1800rpm through to 2700rpm. The Acyton also features variable geometry turbocharging. Such output figures while not segment-leading (the Ranger TDCi – also with VGT - claims 143ps) but it is undeniably in a class of its own with the most powerful 2.0L oil burner. 
The black leather interior looks like that of a passenger car with the dashboard taking styling cues and features from both the Kyron and Rexton II. Being a CKD model, prices are indicated to be just sub-RM90k. It is available for viewing and booking at all SsangYong showrooms nationwide.
The BRABUS power kit comprises newly programmed engine electronics with special mapping for injection and ignition. But that's not all: The intake side features a sport air filter for improved supply of combustion air. The exhaust side features high-performance metal catalysts with low back pressure that also ensure that the tuned V8 engine meets stringent EURO IV emission limits. In order to transfer the increased power to the road with minimum slip, BRABUS recommends the BRABUS locking differential for all Mercedes 63 models with rear wheel drive. The diff lock has a locking rate of up to 40%.
This extraordinary performance represents a good argument for modifications to tyres, suspension and brakes. Depending on the Mercedes 63 AMG model in question BRABUS offers custom-tailored tyre/wheel combinations up to size 11Jx23 with tyres up to 315/25R 23. To further improve the already excellent handling characteristics BRABUS has developed a control module for the ABC suspensions that lowers the ride height by some 20 millimeters. BRABUS sport stabilizers reduce body roll and optimise turn-in.
The BRABUS high-performance brake system offers stopping power and endurance normally only found in pure-bred sports cars. It is available for all Mercedes 63 AMG models, upon customer request even in a special version with ceramic discs. The front axle features 380 x 36 millimeter rotors and 12-piston aluminum fixed calipers. The rear axle is fitted with six-piston fixed calipers and 355 x 28 mm brake rotors. The list of BRABUS exclusive interior accessories ranges from genuine carbon-fibre trim and scuff plates with illuminated BRABUS logo to ergonomically shaped sport steering wheels and a speedometer with 360 km/h dial.
BRABUS model range, from the entry level Premier Line to highest range of high performance vehicles imported from the Brabus factory in Germany and Mercedes-Benz individualization services are available at BRABUS Bangsar Centre, BRABUS Penang Centre and BRABUS PJ Centre in Malaysia.
Honda Malaysia has put up for sale only 120 units of the City Modulo Special Edition. This original body-kitted version of Honda Malaysia’s top-seller City, now sports a sharper-looking front grille, a front bumper lower apron and a rear bumper diffuser. The boot meanwhile gets a top ‘aero-foil’ spoiler.
Side skirts are slapped on as well, wearing an all-telling Modulo emblem to make owners proud and feeling more exclusive. The City Modulo Special Edition is factory-fitted in Melaka and is available only as City VTEC. There are only two colour options - Alabaster Silver and Nighthawk Black.
At the heart of this exclusive automobile is the BRABUS SV12 S Biturbo engine. It is based on the turbocharged Mercedes-Benz CL 600's twelve-cylinder and represents the most powerful street-legal V12 motor in the world. Installing a special BRABUS crankshaft with longer stroke, combined with a bigger bore and correspondingly resized forged pistons, increases displacement from 5.5 to 6.3L. Further engine modifications also include precision machining the cylinder heads and fitting them with four special camshafts. 
Frontal cabin space is generous too, with a dashboard design and layout more akin to say, the 7th generation Accord (being lower-slung and in two-tone presentation), making it airy and inviting, unlike those found in utilitarian trucks of yesteryears. Front seats are however, a tad too flat for snug support and desired body hugging when driving around corners. The rear seat while being claimed to be more passenger car-like, still needs to be a little more laid-back, despite the nicely thought-out foldable centre armrest with cupholders. Materials on the dashboard and door trim are a little too ‘dry’ and hard to touch but I suppose they were meant to weather a truck’s harsh daily routine, when called to duty. However, the gear knobs – for the A/T and the 2WD/4WD transfer case - are nicely leather stitched.
Driving the Triton up hilly B-roads, it behaved more civilised than expected. The pick-up felt a little like a Toyota Innova (similarly ladder-frame truck but turned MPV) except that it has more torque and is 4x4 capable. Slotting the reduction gears to 4H (high range AWD, which can be shifted-on-the-fly at speeds up to 100kph) the car…oops! I meant truck, has lesser tendency to understeer around winding roads hereafter. Its double wishbone independent front suspension allows more faithful tracking into corners. However, the steering – though rack and pinion – had a very lazy demeanour to react to your input. A little slow-witted and dull to turn but the weighting is quite spot on, not overbearing or over-assisted for this two-tonne behemoth. On a minus side, I really disliked the vibrating and ‘oscillating’ gear transfer stalk. Mitsubishi Motors could have used a rotary dial (think facelifted X-Trail or new Ranger A/T) as a 2WD high range(2H)/4WD high range(4H)/ 4WD low range(4L) selector and isolate the driver from such “lack of refinement”. It mars an otherwise saloon-like serene and relaxing cabin.
In the wet, with the Triton in 4H gearings, it was confident wafting over rain-drenched tarmac with ease and conviction. You can feel the improvement in grip at all four corners, more noticeable over the front axle. At night, the instruments panel is plain easy to read in one quick glance. The blue background meters contrasted excellently with its red gauge needles. The onboard computer is placed at the middle of the dash, displaying a digital clock, compass, barometer, average speed as well as fuel consumption and possible range in km for the remaining fuel. It relays these data in both graphic and numerical presentation. The fuel consumption computed for this automatic Triton ranges from best of 9L/100km to 12.5L/100km. While not exactly record-breaking figures for a turbodiesel, these are somewhat admirable and acceptable figures for such healthy power/torque output propelling significantly hefty kerb weight.
Having driven the pick-up over a couple of days, I got acquainted with the tall ride, high vantage-point visibility, body rigidity and nice low-end torque on tap. In fact, the Triton felt like a decent and well-built SUV from Day2 of this test review. With 136bhp tops at 3500rpm, MMC claims a top speed of 175kph for this lifestyle truck. A feat probably not claimed by alternatives from the other camps, even though the Triton is no longer the horsepower king of pick-ups now. Curiosity got the better of me when I attempted 0 – 100kph sprint for this 1.9 tonne vehicle. The average timing acquired was around 15secs, not bad for a diesel double-cab with an auto ‘box, I reckoned.
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