Perodua Viva First Looks

Known As ‘Viva’, This New Perodua Replaces The Kelisa So It Is Positioned Above The Kancil.


As 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.

Thus 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 low price.

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.

Tonight, Perodua 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.

Viva 1000
Viva 660

“We 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.

DESIGN
At 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.

INTERIOR
The 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 shorter.

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.

Large interior space is a highlight........................Doors open 90 degrees from the body

Perodua 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.


Another 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.

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.

Besides 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.



As 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.

POWERTRAIN/CHASSIS
Now 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.

The 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!

SAFETY
In 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).

Perodua 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.

MARKETING PLANS
The 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.

Elaborating 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 cars.

KEY SPECIFICATIONS

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

Different Between Perodua Viva 1.0 & Proton Saga1.3

Perodua Viva 1.0 & Proton Saga 1.3 Review

I've been wanting to go car test-driving for awhile now, and we finally did today. Nothing fancy, the aim was to find me an affordable automobile.

But being a new (and bloody reckless) driver, I decided to let mom drive instead. It's not very nice crashing a car that doesn't belong to you, you know. I was dying to check out a convertible Nissan 350Z (Fairlady) and I would've given nuts to test drive it but mom went, "Dowan lah...dowan lah....dowaaaaaan" and drove off T______T

So anyway, we tried the new Perodua Viva and Proton Saga today. Here's my take on both :

Perodua Viva 1.0 (AT) ---> According to mom, it feels hollow, probably because it's super light compared to the cars we have at home. I didn't like the Viva because it was too jerky and slightly unstable. It's also rather narrow, making the car even more unstable. I thought the passenger and driver's seats were too close to the handbreak and gearshift. The dashboard also came across as plastic-ish, and I didn't like the gearshift. I can only imagine how jerky the Viva would get on the road. On top of that, I wouldn't even be able to fit my guitar case in the boot.
Pros : Super low fuel consumption, light and easy to handle, compact(easier to park, suitable for certain women drivers)
Cons : Limited boot space, very cheap-material feel, slightly narrow cabin, unstable


Proton Saga 1.3 (AT) ---> The Saga was more stable compared to the Viva, though I have to admit the Saga's body is also narrow. However, compared to the Viva, the Saga is underpowered and the pick-up sucks. Took quite awhile to automatically switch gears and the car was dragging quite a lot. I was rather disappointed with that, if I didn't need to drive up and down to KL daily through the Klang bridge jam, KL city jam and Setapak jam, I'd get a manual Saga. The Saga's interior is also better than the Viva's. The car boot is bleeding spacious as it stretches well in depth.
Pros : Spacious boot, stable though slightly narrow, affordable and more worth the money than the Viva, reasonable interior
Cons : Might feel slightly heavy, poor pick-up, slightly narrow

However, the car that really got me going today was the Proton Satria Neo 1.6 Campro (AT). I wouldn't harp about the exterior but the interior is gorgeous! Black and red leather seats, matching dashboard and leather steering. Phew! But for RM60k, the car's not worth it. Plus, listen to mom's quotes of the day :
- (About the Saga) : It's okay lah as long as you're driving at constant speed on the highway, but you go no power to overtake people, which is good for you.
- (About the Saga) : This car is good for you because it's underpowered so you cannot drive fast since you like to drive so fast.
- (About the Neo) : This car is not for people like you who cannot drive properly.

Car Beautification and Protection

Good Way To Protect, Wax & Polish Of The Car Or Truck

Auto Detailing: A Theoretical Aspect
(From Wikipedia, the free encyclopedia)

Auto detailing is the practice of performing an extremely thorough cleaning, polishing and waxing of an automobile, both inside and out, to produce a show-quality level of detail. It can be practiced for personal satisfaction, and it is also performed to prepare a car for a Concours d'Elegance (often shortened to just Concours), a car show that features the appearance of cars. Elements of exterior detailing include claying, polishing, paint defect correction, and waxing. Interior detailing involves the cleaning of the interior of a vehicle using vacuums, liquid cleaners, and brushes. Engine detailing involves cleaning the engine bay area of dirt and grease by using degreasers and all-purpose cleaners.

Detailing does not include body work, painting, mechanical repair or upholstery work. It involves bringing the car to its maximum appearance potential through waxing and polishing the exterior paint, chrome, and wheels and thoroughly cleaning the seats and upholstery. Some detailers offer rust-proofing and undercoating services in addition to paint sealant and interior sealant applications. And some even provide vinyl or convertible top repairs, although many detailers have found that it’s more profitable to hand this work over to other tradesmen.

What is Detailing?

While there are no specific guidelines for what actually makes up a 'detail,' it is typically considered more extensive than washing and drying a car, and will often involve many steps. Main goals are typically beautification and protection, but can also touch other areas such as minor paint repair and surface restoration, as well as thoroughly cleaning areas which are normally ignored such as the engine and underchassis, wheels, tires, and trim.

The steps of a basic exterior detail of the paint surface consist of, in this order, wash, dry, clay bar, wash again, polish, glaze, sealant, wax. Application of a glaze is optional, as is application of both a sealant and wax.

A variety of shampoos, cleaners, degreasers, protectants, lubricants, polishes, clay bars, and waxes have developed over time to suit various demands of consumers and professionals.

Clay bar

Clay is a mixture of clay base and various mild abrasives that is used to remove paint contamination. Spray wax, window cleaner or water can work as a clay lubricant. Road grime, tar, bugs, rust, tree sap and even paint overspray can be removed with a clay bar. Claying does not remove the clear coat of the paint but can cause marring or dullness if used incorrectly. It takes a few passes of clay to feel the difference on the surface of the paint. Claying does not replace polishing. It is simply a process that should be used before polishing compound is used. Claying should be used once or twice a year depending on the year of the car or truck.

Purpose of Polishing

The purpose of polishing is to remove oxidation, swirls, scratches, water deposits, and other imperfections from the paint. In contrast to a clay bar, which removes contamination, polishes remove surface imperfections. Polishing generally is the single most time consuming step in an exterior detail.

Polishes typically are classified in two categories, a chemical polish or abrasive polish. A chemical polish, sometimes called a prewax cleaner, cleans the surface and removes oxidation. An abrasive polish removes a small portion of the clearcoat or the base paint itself on single stage paint. Abrasive polishes are classified based on how abrasive they are. The abrasive polish with the most abrasion typically is called a Rubbing Compound. A Rubbing Compound will remove heavier scratches and swirls as well as oxidation. It can be compared to a very fine sandpaper. The abrasive polish with the least abrasion typically is called a finishing polish. A finishing polish is used to remove light oxidation and fine scratches and swirls. It is also used to remove the haze resulting from application of a more abrasive polish. Abrasive polishes work best when applied with a machine rotary buffer or machine random orbital buffer. Different pads are used on the buffer depending on the abrasion level of the polish.

An "All in One" product typically combines a chemical polish and sealant to be applied in one step. A "buff and wax" contains a high level of cleaner and U.V. protectant or carnauba, producing a polish and a protect effect. Unlike a chemical polish or abrasive polish, a glaze does not clean or abrade the paint. A glaze typically contains oils and kaolin to fill and mask minor imperfections remaining after polishing, and to enhance the brilliance of the finish. If a glaze is applied, it is used after use of a chemical polish or abrasive polish or All in One product but before application of a sealant or wax.

Purpose of Sealants and Waxing

Synthetic sealants are polymer based and provide more durability than even the best carnauba wax. They are liquid in form and apply very much like a liquid wax. It is suggested that most sealants cure for 12 to 24 hours before layering additional coats on the paint or applying wax over the sealant. Curing involves the cross-linking of polymer strands. When cross-linking is completed, the product has "cured." Some sealants contain an accelerator, or are sold with a separate accelerator that is mixed with the sealant before use, which speeds up the cross-linking (curing) process. For best results, the surface of the vehicle should be properly prepared for a sealant, which involves cleaning and polishing the paint prior to application. Applying a sealant over a wax or surface contamination may inhibit the bonding of the product to the paint. Once you top a sealant with a wax you will not be able to apply additional layers of the sealant without first cleaning the paint and removing all the wax.

Waxing further enhances the gloss and depth of the paint, and provides even more but shorter lasting protection. Wax comes in many forms such as cream, paste, and liquid. Most waxes contain carnauba which contains a high amount of fatty acids. This fatty acid creates a solid layer between the paint and the outside world which protects it, and gives it a glossy finish. Synthetic waxes commonly mix low amounts of cleaners with high amounts of U.V. inhibitors to create the same protective layer that carnauba does. Synthetic wax creates a high gloss while carnauba waxes give a warm and wet looking finish.

The difference between a Wax and a Polish

Wax is a protective coating that is applied to the exterior surface of an automobile to prevent oxidation. Wax does not protect against bird droppings, acid rain or tree sap.
Polish is a cleaning compound that removes impurities from the paint which prepares it for waxing, sealing, or protecting.

They are very different and should not be confused, although the retail industry has mixed them up greatly in their advertising as having a wax that polishes too. However this is not possible because the substances perform separate functions.

Experience is required when working with polishes. Polishing agents remove oxidation, surface contaminants and also some of the clear coat surface. An inexperienced polisher can create swirl marks on the painted or clear coat surface. Swirl marks can be hidden or masked when applied with wax but will return once the wax wears off.

Talks to Save Proton Failed

According to a report by The Edge, talks between the car manufacturer Proton Holding Bhd and Europe's largest manufacturer, Volkswagen AG and Volkswagen renowned manufacturers of components --- Van started last year was exacerbated by the function that the government Hopes Malaysia.

The weekly newspaper has stated that officials from Proton and Volkswagen met again, but no concrete agreement was signed. The newspaper added that the talks were not so good and it seems that the German car maker has something "cool" and less worried lately.

The newspaper also quoted a source familiar with the situation with the words: "This period could be considered as my doubts." The Malaysian government is also under pressure to announce details of the partnership for the loss of the proton, its status as the country 's biggest rival Perodua Vehicle Service. The government believes that the new Proton, its partnership with Volkswagen , it can help.

In the last week, Proton announced third quarter as a result of losses, which it a more competitive distribution and stagnation. The company receives a net loss of 281.45 million RGT for the third quarter compared to net income at the end of December it adopted a year earlier, amounting to 86.51 million RGT.

The Second Finance Minister Nor Mohamed Yakcop said that the government would be the publication of an advertisement on the Proton strategic partner in this month. Nobody knows whether it is, Volkswagen or any other company. But after The Edge newspaper, "If this timetable is consistent, known as General Motors, the largest car manufacturer in the world, could be the partner of choice for the protonthérapie.

The main goal, a partnership with Proton foreign automotive industry is to further reduce the market share than the competition. It should be noted that news of a possible partnership with Volkswagen on the run from the proton, but after the announcement of the partnership was not confirmed by proton dipped.

Aside from Volkswagen, Proton was in talks with General Motors and PSA Peugeot Citroen in France more than three companies in the automotive industry have shown interest in Malaysia for the purchase of shares in the company. It should be noted that the Government of Malaysia has 59 percent of Proton, including the participation of 43% owned by Khazanah Nasional, the investment arm of the government.

To find out more about your needs, such as the Volkswagen parts Volkswagen Van Parties, visit your trusted online source.

Growing up with three brothers, Natalie Anderson is too early to give lectures in the world of the automobile. This 29 years old, account manager, now have the dreams of their own top-of-the-line vintage car.

Best Fuel Saver Vehicle In The Market

Good Way To Save On Oil Is To Use Perodua Viva

Due to down turn of world economic car manufacture around the world try to produce car which is small engine power (cc), less fuel consumption, more performance, environmental friendly, easy maintenance, small design, futuristic features and not to forget digital control. As we know new generation car will control by performance chip.

In our country Malaysia one of the successful car maker was Perodua beside Proton. Below is a picture taken from Viva engine which is installed with so called magnetic fuel saver.


There is several way how to increase your car performance. Like what my friend told me that you can use magnet from computer hard disk and place it on fuel pipe line on your car engine no matter what brand is your car.

Another way to increase your car performance was install with Hydro fuel. Hydro fuel is a technique to combine hydrogen gas with normal petrol. This hydrogen gas was extracted from water and sent to engine to burn together with petrol. To know more about hydro fuel you can read previous post on this blog.

So beside you got extra power you also save your car's fuel consumption. Below is a illustration how the technology can save fuel and increase performance.


Like what my friend say "Macam ada turbo"

Facts you need to know about Perodua Viva

Here's my thoughts about Perodus Viva

Finally after a long wait full of anticipation speculation, the “mini Myvi” Kancil/Kelisa Replacement Model that used to be known as the Perodua D18D has been finally unveiled, and it’s name is Perodua Viva. This won’t come as much of a surprise to many people as the name had been leaked out for quite some time already, but now we get to know the Perodua Viva’s full specifications, details, features, clear non-spyshot photos as well as most importantly, how much it costs! More details after the jump.

The Perodua Viva is an A-segment car. What will make it a killer is it’s perceived Toyota DNA and the lack of any other viable choices in the A-segment. It seems most typical A-segment buyers have moved up to the B-segment, especially to the Perodua Myvi. Perodua’s A-segment offering is already more than a decade old and the standards of how big an A-segment car should be has pretty much changed. The Kancil has become too small for anyone other than the very poor.

Sales of the Kancil and Kelisa have dropped from the year 2003 onwards, declining steadily from about 100,000 a year in 2003 to only about 60,000 a year in 2006. With the introduction of the Perodua Viva, Perodua intends to change the market perception of it’s A-segment models from SMALL to COMPACT, from CHEAP to AFFORDABLE, and from INFERIOR QUALITY to HIGH QUALITY.


Perodua Viva Interior
Based on the previous generation Daihatsu Mira which has only just been replaced last year, it’s really no secret how the Viva looks like. It was shown at the KLIMS as the Perodua XX06 Concept fully undisguised for everyone to see, albeit having no doors. Inheriting Daihatsu’s K-car expertise, the Perodua Viva shares the Myvi’s space-efficient interior engineering. In terms of interior length, the Perodua Viva is actually longer than the Perodua Myvi, at 1845mm compared to the Perodua Myvi’s 1835mm. This interior length is class leading, with all competitors including it’s own Kancil and Kelisa models having interiors shorter than 1790mm.

As for interior width, it is 1300mm wide, compared to the Myvi’s 1400mm. It’s definitely wider than the Kelisa’s 1220mm and 1185mm. The Perodua Viva has a 149 liter boot capacity with the rear seats up, and this increases to 449 liters with the rear seats down.

It’s four doors open 90 degrees, an improvement over even the Perodua Myvi which has an 80 degree door opening angle, and a big improvement over the Kelisa’s 60 degree door opening angle. There are many storage compartments in the car, other than the usual glovebox, there is a tray located under the passenger seat.

Different Trim Levels







L-R: 660 and 850cc, 1000cc, 1000cc Premium

The Perodua Viva comes in four trim levels - 660cc, 850cc, 1000cc, and 1000cc premium. The Perodua Viva 660cc has trim level that is obviously for cost-saving reasons. Bumpers, door handles, and wing mirrors are material coloured - that usual grayish stuff that’s unpainted. Even the door trim has no fabric. The audio system is a radio and cassette player only, without an option for CD, and there are only front speakers. Wheels are 12 inch steel wheels. Seat covers are specified as “standard grade”, whatever that means. The side and front turn signals are amber lense units. There are no power windows.

The Perodua Viva 850cc takes it up one notch with the door handles and bumpers painted to the body colour, though the door is still without fabric. Wheels are still 12 inch steel wheels, but a full wheel cap is supplied. Power windows are available. Seat cover material is specified as “medium grade”. The audio system is equipped with a CD player and also 4-speakers. It also has powered windows, which means you can adjust it’s angle from within the car through button control, but it does not have a retracting feature. Both the 660cc and 850cc have no power steering!

The Perodua Viva 1000cc adds some nifty features like the under-seat tray, headlamp buzzer warning (in case you leave your car with your headlamp on), seat height adjuster, and most importantly the power steering. The wheels are still steel wheels with full wheel cap covers, but are 13 inch in size. Side and front turn signals are of the clear lens type. The premium version has the usual creature comforts such as electrically retractable side mirrors, a first for a Perodua car. Even the premium Myvi does not have this feature. Other premium feature are the height-adjustable driver’s seat and the vanity mirror on the sun visor.

Of course, the features that are a must for any premium line version of a local car are ABS and dual SRS airbags, available only on the 1000cc Premium trim of the Perodua Viva. The 1000cc Premium has what Perodua calls “High Grade” seats, while the 1000cc standard uses the same medium grade seats as the 850cc.

Other than the different engines, other technical specs you should take note of is the suspension system. All Perodua Viva cars use McPherson struts are the front and a torsion beam setup at the rear, but the 1000cc models have an additional stabilizer bar in front.

Perodua Viva Engines

Powering the Perodua Viva is a range of three engines, which all come with DVVT Variable Valve Timing. Yes, DVVT even for the 660cc and 850cc models. The 660cc EF-VE engine is a high revver, with peak power of 47 horsepower coming in at a high 7,200rpm. The engine readline is an astronomical 8,000rpm (look at the photo of the meter panel below), numbers usually associated with performance cars, but is actually quite typical of small displacement K-car engines. Peak torque of 58Nm arrives at 4,400rpm.

The 850cc engine option is the ED-VE, making slightly higher horsepower than the 660cc at 52 horsepower, however it is achieved at a lower 6,000rpm. Peak torque is also higher and arrives earlier in the rev range - 76Nm at 4,000rpm. The biggest displacement engine is the EJ-VE which we are all familiar with since the Myvi 1.0 liter - 60 horsepower at 6,000rpm and 90Nm of torque achieved at a low 3,600rpm. All cars come with a 5-speed manual gearbox, but the 1000cc models have 4-speed automatic gearboxes.

Here is a table with the claimed fuel consumption figures of the Perodua Viva compared to it’s competitors:












Finally, what everyone’s been waiting for. How much does the Perodua Viva cost?

Perodua Viva Prices

Perodua Viva 660cc MT Solid: RM28,400
Perodua Viva 660cc MT Metallic: RM28,800
Perodua Viva 850cc MT Solid: RM32,500
Perodua Viva 850cc MT Metallic: RM32,900
Perodua Viva 1000cc MT Solid: RM36,800
Perodua Viva 1000cc MT Metallic: RM37,200
Perodua Viva 1000cc AT Solid: RM39,800
Perodua Viva 1000cc AT Metallic: RM40,200
Perodua Viva 1000cc Premium MT Solid: RM40,800
Perodua Viva 1000cc Premium MT Metallic: RM41,200
Perodua Viva 1000cc Premium AT Solid: RM43,800
Perodua Viva 1000cc Premium AT Metallic: RM44,200

The baseline Viva is about 6k more expensive than the cheapest Perodua Kancil 660EX Manual with solid colour. However perhaps this price is justified considering you get alot more interior space as well as a much more modern engine - the Kancil only has a carburetted engine making 31 horsepower. Besides, Perodua has decided to keep the Kancil in production, which means the Viva is technically a Kelisa Replacement Model. If you’re on an ultra-low budget, the Kancil is still the car for you I suppose.

The Perodua Viva comes with a 3 year manufacturer warranty.