a manufacturer of entry-level cars, it may be imagined that Perodua
doesn't really need to worry about developing new models. After all,
they make the cheapest cars in the market and their customer base is
constantly getting refreshed (not many people would want to own a
Perodua forever) and many are people who are first-time buyers or those
who just want a reliable set of ‘wheels' for daily transportation. They
probably don't crave for the latest and greatest, one might imagine. Yet customers in this segment - referred to as the ‘A segment' in
the industry - actually have expectations not that much different from
those of upper segments who pay more for their cars. In fact, according
to a senior Perodua executive, Malaysian A-segment customers are
actually much more demanding than those in other countries like Japan
or Europe where, because they buy cheap cars, they know that they
should not expect much. "Our Malaysian customers are, in a sense,
spoilt and they want features and even quality levels to be comparable
to cars that are at higher levels and cost more!" he once told me.
Perodua has faced a big challenge all along even though it makes the
cheapest cars in Malaysia. It has had to offer quality which is better
than similar models in other countries and because it is a Malaysian
company, it is expected to also provide its products to Malaysians at a
|This prototype at the KL International Motorshow was actually a model of the Viva!
Because of its customers high
expectations, Perodua has made sure that it not only keeps improving
quality but also constantly refreshes and updates its products. Since
being established, it has introduced six all-new models which cater to
a broad range of customers. It's no secret that the models have been
adapted from models that are produced by Daihatsu Motor, Perodua's
partner. In some cases, the adaptation has been cosmetic although in
the case of the Myvi, it was actually a collaborative effort in which
Perodua was a partner in the original development of the model that is
now shared with Daihatsu, Toyota and Subaru.
launches its seventh all-new model which is intended to offer its
customers new technology, better performance and comfort - at an
affordable price. Known as ‘Viva', this new Perodua replaces the Kelisa
so it is positioned above the Kancil. Thus, contrary to rumours that
the Viva is to be a replacement for the Kancil and Kelisa, it is only
the Kelisa that is going to be retired... somewhat odd since it is
younger than the Kancil which was Perodua's very first model.
debated the issue of retiring the Kancil for a long time and while it
is indeed our oldest model - though it was updated some years ago - its
price is still lower than that for the Viva. The price difference is a
few thousand ringgit which, in this segment, does mean a lot to buyers.
So our plan is to continue to make available the Kancil, which will
still be our cheapest model, until such time that demand falls
substantially," said Hafiz Syed Abu Bakar, MD of Perodua. Rather surprisingly, according to Encik Hafiz, the volume of the
A-segment (including other models like the Naza Sutera and Proton
Savvy) has been falling in the past four years. It was 124,000 units in
2004 but last year, it was down to 84,000 units. Of course, Perodua has
not been affected (and has, in fact, seen rapid growth in volumes
during that period), thanks to the strong sales of its other models,
especially the Myvi.
"The A and B segments are Perodua's domain
and we want to maintain strength and dominance in them so we're
introducing an all-new model for the A-segment to draw more customers.
We believe the new Viva has what it takes with its
‘Practical-Spacious-Compact' concept which will suit today's Malaysian
lifestyles," he said.
As mentioned earlier, Perodua's models are
shared with Daihatsu and the Viva has been adapted from the Daihatsu
Mira which, coincidentally, was also the basis for the original Kancil.
It is not from the same model as the Kelisa, which was the Cuore.
However, it is interesting to see how the Mira has evolved from the
model in the early 1990s to the one today which was chosen for the Viva
in terms of design, technology and even dimensions.
first glance, the Viva seems like a ‘baby Myvi' but it has its own
character with a more flowing profile which suggests good aerodynamics.
The height to width ratio is also well balanced with the wheelarches
flared out slightly, giving a sporty undertone. On the 1000 cc
versions, the sportiness is further enhanced with side skirting and
there's also a rear roof spoiler with the 1000 cc Viva Premium.Since
it replaces the Kelisa, the first comparison should be made with that
model and in overall length, the Via is 95 mm longer but its width is
narrower by 15 mm (although that actually makes no different to
interior space as we will see later). It stands taller by over 100 mm
and sits on a wheelbase of 2390 mm, 30 mm longer than the Kelisa's.
|Different mirrors for different versions. Top version has retractable feature too
area which Perodua highlights about the Viva is interior length which
it claims to be superior to local rivals - and even the Myvi. According
to Perodua-supplied data, the Viva's interior length is 1845 mm which
is 10 mm more than the Myvi, a bigger car. Of course, 10 mm isn't
meaningful so let's compare to the Kelisa and Kancil, both of which are
over 120 mm shorter in cabin length. Perodua also provided data for
rival models (but didn't identify them) and the closest is 55 mm
The couple distance is also another measure of
spaciousness in a cabin and with the Kancil, one could say the
occupants were rather close. No so with the Viva which has a front
couple distance (width-wise)of 840 mm, 114 mm more than the Kancil.
This comes from having an interior width of 1300 mm, which is 115 mm
wider than the Kancil.
also claims the Viva is Best-in-Class when it comes to cabin volume
(interior height x interior width x interior length) at 2.99 cubic
metres. The Myvi, one class above, is 3.26 cubic metres while the
closest rivals are 2.90 cubic metres. Both the Kancil and Kelisa have
smaller volumes that the Viva.
impressive thing about the Viva's cabin space is the luggage capacity -
449 litres when the rear seat is flat. It's not as big as the Kenari
(which has a high ceiling) or the Myvi but it is substantially more
than the Kelisa and Kancil and its immediate rivals. Access to the boot
space is easy as the opening is pretty large and yet the sill is just
600 mm off the road. A thoughtful provision is a net which can keep
loose items in place although its position would be better across the
1010 mm opening than behind the backrests. If it is across the opening,
then it can also serve as a barrier to prevent things from falling out
when the door is raised.
|Large interior space is a highlight
||Doors open 90 degrees from the body
Like the Myvi, the doors
of the Viva open extra-wide to 90 degrees... even wider than the Myvi
which is 80 degrees to the body. With an opening that wide - almost
like the doors have been taken off - it is very easy to get in and out.
As a precaution, the hinge has three stages so that it does not swing
open fully inadvertently and hit a wall or another car. Incidentally,
for most cars, the opening angle is between 60 and 70 degrees.
boasting of generous cabin space, Perodua is also proud to say that
they have put in a lot of effort to provide a car of higher quality
with the Viva. It's not just having better materials but also the
thoughtfulness in the textures on surfaces and the interior colour
scheme, all of which can make a difference to the ambience. Grey is the
dominant colour but it is not a dull shade and blends well with the
other trim in certain areas.
The centre section of the
dashboard has a metallic finish which adds class and has a clean layout
for the ventilation controls and audio system. Audio enthusiasts will
be happy to note that Perodua has not integrated the audio head unit
into the panel, unlike the Myvi. This means that it will be possible to
replace the unit with an after-market set more easily if you don't like
what Perodua gives you. The 850 cc and 1000 cc Vivas come with a 1DIN
radio/CD-player and 4 speakers while the 660 cc version has a cassette
player only with the radio.
for instrumentation, the well-shrouded panel has two large meters,
speedometer on the left and tachometer on the right. Following current
trends, there is no coolant temperature gauge and when the engine is
cold, a blue light is on which goes off when the normal operating
temperature is reached. If an overheating condition is imminent, a red
light comes on to warn the driver. Presumably, the threshold for
overheating is set with a sufficient tolerance and not when the
radiator is about to blow! A small LCD window between the two meters shows the fuel level and
odometer/tripmeter. If the car has an automatic transmission, the gear
position is also shown. On the 1000 cc version, a buzzer sounds when
the headlamps are left on after the engine is switched off and the
doors left open. This is certainly a good feature that will save the
battery from going flat.
The features list for the Viva is good
though many of the goodies are only found on the 1000 cc versions.
These are items like a driver's seat height adjuster, adjustable
seatbelt upper anchor position, electrically-adjustable door mirrors
(also in 850 cc version), retractable door mirrors, power windows and
door locking (also in 850 cc version), vanity mirror (but only on the
driver's side), underseat tray and the steering wheel also has a more
classy design. But all versions do come with features like cupholders,
plenty of small storage spaces, a coin slot and even a utility box that
is good for a toll tag or handphone.
to the powertrains and for the Viva, there are three 3-cylinder engine
choices: 660 cc, 850 cc and 1000 cc. They are familiar engines but
updated with modern technology such as DVVT (Dynamic Variable Valve
Timing) and EFI, and they all have twin overhead camshafts. Having DVVT
in the two smaller engines is something which gives Perodua the right
to say ‘First in Class'.Power and torque ratings for the engines are as follow:
EF-VE 660 (659 cc) - 37 kW/50.3 bhp at 7200 rpm, 58 Nm at4400 rpm
ED-VE 850 (847 cc) - 39 kW/53.0 bhp at 6000 rpm, 76 Nm at 4000 rpm
EJ-VE 1000 (989 cc) - 45 kW/61.2 bhp at 6000 rpm, 90 Nm at 3600 rpm
5-speed manual transaxles are available for all engines but the 4-speed automatic is only available with the 1000 cc engine.
suspension is typical of small hatchbacks with MacPherson struts in
front located by an L-shaped lower arm. The suspension geometry has
been optimised for better steering response and ride comfort. The 1000
cc engine has power-assisted steering and also a front stabilizer. At
the rear, it's hardly surprising to see a torsion beam axle and
trailing arms - so many small hatchbacks have them now!
the area of safety, the Viva is well provided for although it is still
a pity that they cannot offer airbags as standard on every version.
Encik Hafiz said that it is still a matter of cost which is hard to
absorb even though they have done their best to bring their production
cost down. Thus they can only offer it on the Viva 1000 cc Premium at
this time, and likewise with ABS (with EBD).
drew on Daihatsu's long experience in making small cars safe. The
bodyshell has many reinforcements to maintain its integrity during a
crash and of note is the extra protection for the front occupants'
heads. Honeycomb pads which are Impact-absorbing are attached to the
upper corner of roof just over the A-pillar. The driver is also
protected from being injured by the steering wheel as it will collapse
in the event of a front collision. All occupants get seatbelts in the
Viva and the two at the rear sides have 3-point belts while the middle
person has a 2-point belt.
introduction of the Viva should certainly spur buying interest in the
market and particularly for Perodua which is intent on maintaining its
leadership position. While the Myvi was an amazing success from Day 1,
the company is cautious about the prospects of the Viva which is partly
why the Kancil still remains in production. It's a pity that the Kelisa
has to go but it would have been impractical to have two models in the
same niche, which some other companies do and simply mess themselves up
instead."We have nevertheless learnt lessons
from the Myvi launch and we are now better prepared for the initial
demand that we expect for the Viva. We have already assembled 2,000
units so we can deliver faster and we plan to produce between 7,000 and
8,000 units a month although we are projecting sales of 6,500 units a
month," revealed Encik Hafiz.
|The five colour choices
further, he said that they expect 55% of the Vivas sold to be the 1000
cc version. In recent times, Perodua has seen a shift in its customers
to first-time buyers but for the Myvi, it is expecting that such buyers
will account for 30% of sales and 50% will be additional car buyers. A
small percentage will come from those who are replacing their existing
Overall length: 3575 mm
Overall width: 1475 mm
Overall height: 1530 mm
Wheelbase: 2390 mm
Front track: 1320 ~ 1300 mm (depending on version)
Rear track: 1310 ~1290 mm (depending on version)
Weight: 755 ~ 800 kgs (depending on version)
Turning radius: 4.2 metres (660/850 cc), 4.4 metres (1000 cc)
Tyre sizes: 155/70x12 (660/850 cc), 155/65R13 (1000 cc Std), 165/55R14 (1000 cc Premium)
Spare tyre: Space-saver T105/90D12