I Want an Ah Sia Kia!

This young woman wants to improve her ‘carma’ by replacing her poor boyfriend with a rich boyracer

 

I’m sick of being chauffeured around in a cheap runabout. I’m turned off by how slowly he drives just to save petrol. I’m tired of taking a cab whenever my boyfriend’s father needs the vehicle.

 

I wish I could run my errands in a nicer faster car, like William’s new Evo or Jason’s even newer Civic Type R. At our clique’s last gathering, Beverly was dropped off in a white-hot Rex STI, her motor of the month. By the way, I always wait till my luckier Ah Lian compatriots all leave before I activate my worse half to come and get me in his ugly little hatchback.

 

Look, Sheena’s boyfriend William is only a used handphone salesman, but he frigging drives an Evo X, kindly and fully sponsored by his mother. And Melissa’s pursuer Jason not only owns the ultimate Civic, but he has also done it up with an expensive titanium exhaust system and the most amazing alloy wheels. I can’t even recall what Jason does for a living, because he seems to be between jobs all the time, but I do know that his parents dote on their only child. And ‘butterfly’ Beverly’s latest boyracer with the speedy Subaru? He helps his father with the family business and only goes into the office once or twice a week. 

 

Why can’t I have such a zai (cool) boyfriend too? A great guy who doesn’t need to hold down a real job, has loads of dough plus plenty of free time and is happy to spend some on his chick. A great guy who happily drives a swee (beautiful) Japanese zhng (modified) car that runs on seemingly free fuel and a lifetime supply of daddy’s goodwill. In short, I just want an Ah Sia Kia (rich kid) with the works.

 

Where can I find a single and available ASK with remotely cultured Beng attributes? How do I plant myself permanently in the bucket seat beside him? How can I get out of my crappy ride and upgrade to something special once and for all? How do I ditch my useless driver in style?

 

Please send your suggestions to charlatan@prettyslutty.sg.    

 

 

Kampai!

The Awamori has a tradition that’s as rich as its taste

 Japan’s oldest distilled liquor, Ryukyu Awamori, is the core of the nation’s conventional alcoholic beverages. Made from Thai rice, Awamori is a traditional product of Okinawa, where has a climate and brewing method perfect for this distilled spirit.

As rice is the base ingredient of Awamori , it is categorised under rice shochu. However, it differs from other shochus in the type of rice used and the way it is manufactured. Awamori is made from Thai-style, long-grained Indica crushed rice, and not the short-grained Japonica used in standard shochu production. Additionally, white koji mould is used for shochu in the second fermentation, but black koji mould is exclusively used for the entire fermentation stage in Awamori making.

Awamori is made with only rice, water and yeast with no additives or alcohol used. Using a single distillation method with black koji mould, which is indigenous to Okinawa, citric acid is created during fermentation and the moromi (or “main mash”) is protected from contamination and spoilage. Thus, Awamori can be produced all year round despite Okinawa’s hot weather conditions. After distillation, its strength is reduced by adding water to about 25 per cent alcohol by volume, although some varieties can go as high as 43 per cent.

With a rich aroma and a slightly sweet and mellow taste, Awamori owes its existence to the trading history of Okinawa. In the early 15^th century, Ryukyu Islands (present-day Okinawa) actively traded with China and Southeast Asian countries, importing distilled spirits from Siam Kingdom (present-day Thailand). The Thai techniques of creating distilled spirits were then introduced to the Ryukyus and subsequently refined and enhanced by the Okinawans to suit the subtropical climate.

In those days, from the 15^th to the 19^th century, Awamori was used as gifts of tribute to Okinawa’s powerful neighbours China and Japan. It was also served when entertaining guests from overseas.

Awamori aged three years or more is known as koshu (aged sake), where over 50 per cent of it must be aged three years, and the other 49 per cent is usually six months old. Aged underground in constant cool temperatures in clay pots or vases, Awamori is like wine; the longer it is stored, the richer its flavour becomes.

It can be drunk in a few ways but the best way is straight up. This style of drinking usually sees the spirit served in a small earthenware bottle known as kara kara, or from a small cup known as ochoko. Another way to relish its well-matured taste is to pour it over ice and drink it on the rocks.

The most popular way of drinking Awamori amongst local Okinawans is to mix it with cold or warm water. To bring out its sweet unique flavour, dilute the drink with 60 per cent of cold water and add half a lime. Mixing it with warm water is ideal for cold days. Awamori has high alcohol content, thus will not become watery when diluted with warm water. The last method is to have it in a variety of cocktails. Being a crystal-clear spirit, it mixes easily with other liquors.

Today, there are 48 distilleries in Okinawa and various brands of Awamori have been developed. Like the Okinawans, who adopt flexibility in their attitude while still respecting their cultural values, the traditional varieties of Awamori still remain popular. But constant research and development are done to create new varieties that cater to a market that includes women and young people.

 

S Club

MINI Cooper S Clubman: The size factor of the MINI increases, but its fun factor remains or more so, as CHERYL TAY discovers.

One of the most intriguing aspects of the MINI Clubman range is that it isn’t a car for everybody – you either like it or you don’t.

 

For starters, it is an unconventional elongated MINI with doors in places you least expect them to be. There’s a rear-hinged door on the driver’s side known as the Clubdoor. Regardless of left or right-hand drive markets, the Clubdoor is in the same place – not a problem if you drive on the right side of the road, but over here, the MINI’s rear passengers step into oncoming traffic.

Unlike the regular hatch, access to the luggage bay is via a pair of side-hinged doors that swing outwards to offer the widest possible opening. One drawback of these ‘barn doors’ however, is the centre pillar running down the middle of the rear windows that obscures rear vision to the extent that you have to rely on the wing mirrors instead.

 For a MINI, the Clubman’s storage capacity is exceptional. Exceeding the norm, the 80mm extension in its wheelbase liberates more rear legroom space and makes for a more comfortable ride. Also, the longer rear overhang increases cargo capacity by 90 litres bringing the total to 258 litres. Tuck away the split-fold rear seats and overall cargo capacity swells to an almost estate-like 934 litres.Once in the driver’s seat, everything else is familiar. The trademark oversized speedometer takes centre stage on the dashboard, detailed with a mixed assortment of contemporary rotary dials and aircraft-inspired toggle switches.

The Clubman range is topped by the Cooper S variant that’s powered by a turbocharged 1.6-litre direct-injection unit that produces 175bhp at 5,500 rpm and 240Nm of torque from 1,600 rpm. With an overboost function, the maximum torque increases to 260Nm. 

Being bigger and heavier than the standard Cooper S, the identically-powered Clubman’s century sprint is slowed to 7.8 seconds, taking 0.7 seconds longer to reach 100kph from a standstill than the three-door. This extra weight at the back of the car also causes sluggish throttle response and even some torque steer, especially when accelerating hard from low speeds. This six-speed automatic Cooper S Clubman runs well once it gets going though, with quick and sharp upshifts, and similarly fast and smooth downshifts. In addition to the gear lever, the Cooper S’ ratios can be manually selected with shift paddles on the steering wheel.

Running on runflat tyres with 17-inch rims as standard, the Clubman is available in twelve body colours and more than forty colour combinations. One of the colours, Hot Chocolate, is a metallic brown that’s offered exclusively for the Clubman range.

 The overall driving pleasure expected of a MINI can still be found in the Cooper S Clubman, with its sporty dynamics. Its styling and functionality though, takes some getting used to. Which is why buyers who are courageous enough to appreciate the oddness of this unusual car should be applauded.

MINI COOPER S CLUBMAN (A)

We Say: The MINI Cooper S Clubman is an acquired taste and therein lies its appeal.

Price: $139,800 with COE

Performance: 0-100 kph in 7.8 seconds, 219kph max speed, 7l/100km

Tech: 1598cc, 16V in-line 4 turbocharged, 175bhp, 260Nm, 1305kg, 168g/km CO₂

Rating: 13/20

 

 

A great night out!

Close to 90 participants from the Nanyang Executive MBA (Chinese) Programme take a little breather from their studies to go on a tour of TigerLIVE.

Organised by the Nanyang Business School (NBS) Alumni Affairs Office on 29 April, this was the first social outing for the Nanyang EMBA participants. Recommended as one of the 20 unique things visitors to Singapore can do, the event provided an ultimate experience for participants to discover the heritage of Singapore’s iconic brand as well as an excellent opportunity for them to network with fellow classmates, faculty and representatives of the School and University.

Housed in a coal-fired power station built in 1927, TigerLIVE is the only daytime highlight at St James Power Station – Singapore’s largest entertainment complex. A brewery tour allows visitors to learn more about the world-acclaimed Tiger Beer which had its beginnings in Singapore. Multi-video screens, interactive 4D animations and other exhibits bring life to Tiger’s history.

After the walk-through tour, the participants were brought to the bar where they were shown how to tap the perfect beer. They were also treated to freshly tapped Tiger Beer served in a perfectly chilled mug. Everyone also received an exclusive limited edition signature Tiger Beer souvenir and a complimentary gift from the NBS Alumni Affairs Office.

Following the tour, a buffet dinner awaited the participants who relished the taste of a good selection of Asian cuisine. The participants were pleased with the experience as it provided an uplifting break from their rigorous week of lessons.

Mr Daniel Yang was very impressed with the entire concept of TigerLIVE. “This is a very creative way to introduce us to an icon of Singapore!” he said.

© NBS Alumni Affairs Office

This article can be found online at http://www2.ntu.edu.sg/ClassAct/May08/AlumniNews/7.htm

 

Koleos: more of a quirky off-roader from Renault

Business Times - 31 May 2008

BY CHERYL TAY in FEZ, MOROCCO

WHEN a car maker experiments with a new segment, it typically turns out half-baked. So it is only natural to be wary about the first 4×4 crossover from Renault, a company which until now has had little interest in sport-utility vehicles.

To be fair, the French marque did recognise its lack of experience, so the Koleos is a collaboration between Renault design, Nissan engineering and Samsung production.

But the Koleos will inevitably be viewed as a re-clothed Nissan X-Trail - because under the bonnet lies the same all-mode 4×4-i system, which normally operates the front wheels but shifts up to 50 per cent of torque to the rear wheels in times of slip.

The Koleos comes in two- and four-wheel-drive versions, and with a choice of two engines: the 2.0 dCi Euro IV diesel or a 2.5-litre petrol engine. Depending on the market, the engines will be fitted with a six-speed manual or six-speed automatic transmission, or a continuously variable transmission.

During this week’s launch in Fez, Morocco, the petrol-powered Koleos was tested on ample off-road and on-road stretches. The rugged countryside proved ideal for representing what the car really stands for: a true-blue off-roader - which is a pity as most drivers in Singapore are unlikely to venture off tarmac.

A flick of a switch on the dashboard locks the transmission in 4×4 mode and 50:50 front/rear torque split is maintained. On gradients, the Hill Start Assist and Hill Descent Control allow safe negotiation of steep and slippery slopes.

On the road, the car suffers from poor throttle response, especially at lower speeds. The manual gearbox is smooth but the sheer weight of the car - a hefty 1,700kg - necessitates frequent shifting to maintain a steady pace.

The ride is cosseting; bumpy muddy tracks didn’t bring about the slightest rattle. But the electric power steering is uncommunicative. It is as though someone is doing the steering for you.

The interior quality is fine, with driver-friendly placement of instrument controls and convenient features like hands-free card and keyless starting functions, and automatic headlight and wiper activation.

There is also a split-opening clamshell- type tailgate that makes loading easy.

The Koleos is expected here in the third quarter.

 

Renault Koleos 4WD

Engine: 2,488cc inline-4
Gearbox: 6-speed manual transmission
Max power: 170 hp @ 6,000rpm
Max torque: 226 Nm @ 4,400rpm
0-100kmh: 9.3 secs
Top speed: 185 kmh
Distributor: Wearnes Automotive. Tel: 6471-3313

 

A lump of sugar (daddy)

Tender loving care, complimentary jewellery and a free car to boot -
being a ’sponsored’ sweet young thing has its privileges

I’m beautiful, but don’t blame me, blame my parents for their excellent genes. And i drive a flashy car, but again don’t blame me, blame my dear ‘uncle’. Everything i enjoy in my life right now - an amazing apartment, a wonderful wardrobe, multiple luxury watches, lots of diamonds and pearls, branded goods galore - is all made possible by my slutty good looks and my generous special friend. Most enjoyable of all is my newest toy, a beautiful Beemer. It didn’t take much effort to earn this expensive set of wheels. All I had to do was splurge a little (with my supplementary credit card of course) on the latest season of Victoria’s Secret for his eyes only.

I met my sweet ‘uncle’ at a high-end cocktail party. I was in the carpark, full of supercars, having a cigarette by myself (my Boxster-driving date that night doesn’t smoke) when this immaculately-dressed middle-aged gentleman with a classy demeanour came up to me borrow a light. We had a conversation nice enough for me to get the private PIN to what would become my ultimate ATM - we exchanged handphone numbers.

He’s a married man with a hugely successful career. His wife is some slimming centre mogul, whose job keeps her very busy, thus leaving him very lonely. I’m single, unattached and always between jobs, but most importantly, I’m 20 years younger and a lot hotter than his missus. It’s a perfect match then for sweet Mr Sugar and even sweeter me.

 

Ice, Ice, Baby

Forget wine coolers, icewine needs the chiller

How would you like a wine made from grapes handpicked when they’re frozen? In fact, to ensure the perfect temperature, which is below 10 deg C, the grape picking is sometimes done at night.

Welcome to the world of icewines. And very few of them match the high standards set by Inniskillin Icewine, which has won several international awards and accolades. The 1989 Inniskillin Icewine won the Grand Prix d’Honneur at Vinexpo in Bordeaux, lifting Canadian wines to a much higher level.

Produced in Nigara Peninsula, icewine production is regulated by the Vintners Quality Alliance (VQA) so as to avert artificial freezing of grapes. In fact, the selection is so stringent that grapes with less than 35 brix of sugar are not used to make ice wine.

Grapes earmarked for icewine are left on the vine all through winter into December and January. Subsequently, the ripe grapes are dehydrated by consistent freezing and thawing, which in turn concentrates the sugars, acids, and extracts in them.  This deeply enhances the flavours and adds intricacies to the wine.

Pressed in the extreme cold, the water in the juice from the frozen grapes remains in ice crystal form while only a few drops of sweet concentrated juice is taken. This juice is then allowed to ferment gradually for several months before it stops naturally.

Icewines can be enjoyed both in their youth and when aged for years. In their youth, the taste, of fresh fruit especially, is more distinct and fresh. As they age, the colour darkens and the aromas become stronger with acidity levels maintained throughout.  

Available in 375ml, a standard bottle of Inniskillin Icewine serves approximately seven to eight people. Once opened, it can be stored for up to four weeks if properly sealed and refrigerated.  But it is best to finish the bottle within the next three to five days. Wine, when exposed to air, oxidizes slowly and turns bitter after being exposed for too long. Icewines can be kept for about 25 years if left unopened and stored at a temperature range of 13 to 18 deg C.

Inniskillin’s Vidal Icewine is a favourite among wine lovers across the globe. A deep gold in colour, it is made of a French hybrid grape - Ugni Blanc and one of the parents of Seyval Blanc. The aromatics of this wine hint at tropical and stone fruits like lychee nut, tangerine, creamy peach, apricot, nectarine and honey flavours. The initial taste is sweetly rich of tropical fruits, but is later balanced out by an acidity that leaves a clean and dry finish.

Icewines are known for its versatility in enhancing one’s dining experience. For example, it is recommended that Vidal Icewine be paired with neutral desserts such as pear tart; Roquefort cheese or foie gras. It doesn’t complement sweet dishes or desserts as it may leave a nauseating feeling of sugar overdose.

*It also doesn’t go well with driving, so remember to leave the car at home.

 

Inniskillin Vidal  Icewine 2006

Alcohol/Volume:                9%

Dryness:                             23

pH level:                             3.2

Residual Sugar:                  230 g/L

Total Acidity:                     12 g/L

Release Date:                    July 2007

Ageability (ServeUntil):     2017

Serving Temperature:        5 to 8 deg C

Oak Aging:                         No

 

The almost perfect X

Mitsubishi Lancer Evolution X TC SST

With the successful invention of its trick twin clutch SST gearbox, the Evo X endears itself to a new segment - Ladies like CHERYL TAY

If Mitsubishi Lancer Evolution models are designed to make performance motoring as accessible to as wide a range of drivers as possible with electronic trickery such as the Super All Wheel Control (S-AWC), vehicle dynamics control system. Then its new Twin Clutch Sport Shift Transmission (SST) only serves to better its cause.

Currently, the Mitsubishi Lancer Evolution X is fitted with either a five-speed manual transmission or the aforementioned Twin Clutch SST. The latter is Mitsubishi’s first six-speed dual-clutch automated manual gearbox, not unlike that of Volkswagen’s clutchless DSG transmission.

As opposed to semi-automatic transmissions, drivers can choose between fully automatic and manual shift modes. Eliminating the need for a clutch pedal, the dual-clutch gearbox places odd and even gears on separate input shafts, each connected to an individual clutch. This composition dispenses lag-free gear changes with minimal interruption in power delivery, while also providing high-efficiency power transmission for enhanced fuel economy.

Drivers of all abilities can now effortlessly shift through the Twin Clutch SST’s ratios faster than any conventional manual gearbox. This is good news for the ladies too, who typically dislike driving manual cars. They can now be part of the Evo driver family without having to worry about handling the car. The downside to this though, is that this automated version blunts the fun factor, by depriving the driver of the engaging mechanical feel that’s typical of the usual manual gearbox.

A toggle switch located at the base of the shift selector gives the driver a choice between Normal, Sport and Super Sport modes to suit the various driving situations from daily driving in town to enthusiastic driving on open roads.

Lightweight magnesium shift paddles behind the steering wheel are standard on Twin Clutch SST Evos, that allow the driver to shift manually without taking his hand off the steering wheel. Gear changes are so smooth and near-impossible to detect and clumsy downshifts no longer exist - which is more than can be said of the Evo’s characteristically dull engine note.

The purists, or the true racers at heart, may complain of having less fun but hopefully they’ll soon appreciate the changes, especially after a long drive. In any case, the car’s performance is no less aggressive than that of the manual version. In fact, it’s more accessible now - all thanks to the intelligent Twin Clutch SST gearbox.

Mitsubishi Lancer Evolution X
We Say: A self-shifting Evo might not please hardcore enthusiasts but give it a chance and it can be a surprisingly practical, user-friendly car.
Price: $159,988 with COE
Performance: 0-100kph in 5.0 secs, 180km/h max speed, 10.0l/100km
Tech: 1,988cc, turbocharged in-line 4, 4WD, 276bhp, 422Nm, 1540kg, 256g/km CO2
Verdict: 17/20

 

Accordingly Super-sized

Triple Drive - Honda Accord 2.0, 2.4 and 3.5L-V6

The 2008 Honda Accord is all about increase – an increase in size, increase in power, increase in technology, increase in room, increase in fuel efficiency, increase in safety, increase in price…

Utilizing 48 per-cent high-tensile steel, the new Accord grows to become 90mm longer, 24mm wider and 22mm taller with a 60mm longer wheelbase. The front and rear track is now 25mm wider, and while all this has taken place, it only weighs a meagre 5 per-cent heavier.

The interior volume has gone up by 93-litres to yield a total of 3400. That’s approximately two thousand large bottles of Ice Mountain, Evian, or whatever brand you prefer, assuming one were to gut the plush leather seats, carpets and everything else.

Rear leg room is up by 11mm to 955 mm while an overall 38mm increase in interior passenger space enables the front passenger seats to be further apart. A little wonder then, why boot space remains kept to just under 400-litres.

This overall expansion of internal space is intended to ‘equalize’ seating comfort for both the front and rear passengers.

The four-cylinder Accords come with an MP3/WMA capable 6-CD changer system, direct connection USB for iPods and other MP3 players while the 3.5-litre V6 adds an 8-inch subwoofer and seven speakers to that.

Safety
ABS, electronic brake-force distribution, brake assist and Honda’s version of stability control otherwise known as Vehicle Stability Assist (VSA) all come as standard. A so-called Advanced Compatibility Engineering (ACE) body technology is new, and Honda claims that it will maximize crash-energy dissipation in a frontal collision with vehicles of different sizes and heights.

Other additional standard safety features include six intelligent side-curtain and front-side airbags with passenger-side Occupant Position Detection System (OPDS) and active front seat head restraints.

The technical stuff
Perhaps the most notable version of Accords here, and also the one that we drove extensively, was the 3.5-litre i-VTEC V6 that outputs 271bhp (275 PS) at 6,500rpm and 339nm at a rather high 5000rpm. Technically speaking, it is the most powerful Accord to date, and ironically also very efficient, or so Honda claims.

Equipped with Variable Cylinder Management (VCM) capabilities, the V6 shuts down two to three of its six cylinders depending on the load capacity and situation, for example three cylinders when the throttle is feathered through smooth medium-speed city cruising scenarios, four for cruising at Malaysian highway speed limits, and all six when you really want to work it like a dog.

The 2.0 and 2.4-litre engines are slight improvements in terms of power. Output is 154bhp (156 PS) at 6300rpm and 189nm at 4300rpm for the former, and as for the K24Z, it goes up to 178bhp (180 PS) at 6500rpm while 222 torques at 4300rpm remain.

Although all come with 5-speed automatic transmissions, the 2-litre misses out on the steering mounted paddle shifters of the other two variants.

Driving Impressions
When I first got into the Accord 2.4, I felt 20 years older. Thereafter when I got into the 3.5-litre V6, I felt an additional 20 years older. It didn’t help that the brown, varnished enamel trimmings and beige leather seats portrayed an even stronger “uncle” image and the centre console was a disorganized mess of buttons set below a plainly boring display screen.

Even worse, the “Accord” wordings on all the door steps light up in distasteful ‘Ah Beng’ neon blue.

Well, some of those initial, type-cast feelings were dispelled when I discovered that the steering adjusts for both tilt and reach, and when I stepped on the gas pedal. The ease and smoothness of which the car drove compensated for a few of those repulsive features, although I have to admit that it is kind of difficult to get over the centre console, especially when all of the car’s three occupants took nearly ten minutes to figure out how to get the radio to not jump from one station to the next when tuned!

There are a few neat features of convenience though - when you set the transmission to “Park,” the doors will automatically unlock; likewise, when “D” is engaged, those doors will then lock again. User-friendly cruise control functions and immense, Mercedes E-Class (ed. we reckon even more so) rivaling levels of legroom and storage space within the car makes the archetypal female like me a very happy one.

The ride quality of the new Accord beats the outgoing model with its softer suspension setup for family car drivers, but it has to be said that it hasn’t exactly been uncompromising in the “sporty driving feel” department. Predictably, understeer rules the day, and these cars do roll a fair bit when thrown hard into a corner. The extremely light and numb wheel do not help things much either.

Running on standard 215/60 R16s, the 2-litre Accord is, well, pretty basic in terms of power delivery and handling. This SOHC i-VTEC needs to be revved in order to harness its torque and power band well. The underpowered nature of this car starts to rear its ugly head past legal speed limits.

The 2.4-litre DOHC was the most balanced of the three in terms of features, driving performance and weight distribution. With standard 17-inch 225/50 profile tyres and the rather redundant paddle shifters, it can be adequately fun to drive if you don’t feel the need for any sort of sporty power rush, and that’s where the 3.5-litre V6 came into its own.

While not exactly the tarmac scorcher, the lush engine note combined with the very punchy top end proved to be the pick of the bunch amongst our beer-swinging, beef loving chauvinistic bunch of male drivers. It managed 100km/h from rest in 7.9 seconds with one passenger and half a tank of petrol on a hot day, even with the air-conditioning turned on, but it still feels as if it were holding back its horses, somehow.

It must be said that it is aurally impossible to deduce when the car is running on three, four or six cylinders. For your light-footed needs though, a green “ECO” light will illuminate in the gauge cluster when your new V6 is running frugal.

As for the other two, they did manage to come within 1.5 seconds of their published 0-100km/h timings.

All cars felt deceivingly zippy through traffic. That is, until the sheer size of them caught up with us. Noise, vibration and harshness levels were definitely more than acceptable, and while a lot better than some of its rivals, one must overlook the initial transmission lag, especially on those equipped with pedal shifters, and the less fussy might start to see that they have an almost perfect everyday sedan.

The price of luxury
The first in the mid-size segment to offer luxury-car features, the 2008 Honda Accord swanks that brand new look inside and out. We might not agree with the aesthetics and ergonomics of the car, but it remains clear that it is still one of the few at the top of its segment which competitors will measure against, and also one that consumers will use to compare with other similar cars.

The lines are getting increasingly blurred though, as over the years, the Accord does tend to offer prospective buyers what its chief competitor does, essentially diluting the car’s primitive character. Bluntly put, in loosing its “edge,” the Accord has become a very good Camry, and less of that sporty Mazda 6 which by the way, also shows signs of softening.

As for damages to your wallet, the 2-litre retails for just under a hundred grand ($99,800), while the all-rounded 2.4 goes for $106,800. The $125,800 price tag makes the 3.5-litre V6 seem rather expensive in comparison, but not when you consider that it edges to almost Lexus levels of refinement.

 

A Cup Above the Rest

Asia’s premier one-make racing series returns this year and comes to Singapore. Cheryl Tay tells you what to expect

Into its sixth season, Porsche Carrera Cup Asia is the region’s premier sportscar racing series where 18 teams from around the world, compete in identical Porsche 911 GT3 Cup cars. The 11-race season begins in Sepang, Malaysia and takes the team around the Asia-Pacific region including countries such as China, Macau and Indonesia.

This year, Singapore joins the 2008 season calendar as the newest leg of the series as a support race for the 2008 Formula 1 SingTel Singapore Grand Prix on 28 September.

Unique to Asia, the Porsche Carrera Cup Asia series consists of two categories; Class A for professional racers and Class B for amateurs. Both classes compete in the same races to enable the non-professional racers to compete alongside the pros, thus gaining invaluable experience and exposure.

This season’s Porsche 911 GT3 Cup cars are almost identical to last year’s machines save for re-mapped ECU and some mild revisions to liberate an extra 20bhp, bringing the 3.6-litre flat-six unit’s maximum output to 420bhp at 8400rpm. When the car’s 1150kg dry weight is taken into account, its power-to-weight ratio translates to a seriously quick car.

In addition to being the title sponsor for the Singapore Carrera Cup Asia race, local property developer SC Global is also fielding two teams this season with Singaporean drivers featuring prominently in the lineup. Its Class A team comprises of Matthew Marsh, a race driver and motorsports journalist, whilst its Class B drivers will be Mok Weng Sun, David Lai, Melvin Choo, Greg Teo and his brother Gerald Teo.

Malaysian-born Mok Weng Sun raced for Singapore in last year’s Porsche Carrera Cup Asia where he emerged Champion of the Class B category. This is an extremely praiseworthy achievement as it was his first full-season in the series. More impressive still is the way Mok won the season as the only consumables he went through last year were two sets of brake discs, four sets of brake pads and two clutches. That, and the 911 GT3 Cup was all the equipment he needed to win.

This year, Mok will be competing in Class B again where the task ahead is not easy as he is under pressure to defend his title and to compete in front of his sponsors’ ‘home’ race.

 

 

Grand Porsche Cavalcade

It’s not that often when over100 Porsches can be found in one place so when it does happen, it makes big news and a Minister shows up to inaugurate the event. Cheryl Tay was there too

 

The Porsche Pit Stop Singapore held on the 14^th of March was a one-day event at the Padang where the various happenings on the field not only reflect Porsche’s unique motorsports heritage but also how passionate and community-minded its owners also are. With the support of Porsche Asia Pacific, Porsche Centre Singapore and the Porsche Club Singapore, the event was more than just about an excuse for narcissistic owners to show off their rides. Charity was a major feature too with organizations such as the MILK (Mainly I Love Kids) Fund and The Straits Times School Pocket Money Fund receiving $50,000 each from local Porsche importer, Stuttgart Auto.

 

In attendance was Minister of State for Trade and Industry, S Iwaran who flagged off the event that started in Dempsey Road. He then joined Karsono Kwee, Executive Chairman of Eurokars Group, in a 911 Turbo and 115 other Porsche owners who made their way to the Singapore Cricket Club at the Padang where a concours-style display of classic and racing Porsches awaited.

 

For Porsche fans, some of the cars deserving of special mention were a Carrera GT, 911 GT3 RSR and the Cayenne S Transsyberia. It was initially thought that a highly desirable 1973 911 2.7 RS was also on display, but it turned out to be a replica, although other bona fide classic rarities such as a 356 were seen at the Pit Stop.

 

Besides commemorating Porsche Club Singapore’s 20^th Anniversary, the Porsche Pit Stop Singapore was also the official premiere of the new Cayenne GTS and the unveiling of the new 911 GT3 Cup car, which will enter the 2008 Porsche Carrera Cup Asia season with an increased engine output of 420 bhp.

 

The new Cayenne GTS offers drivers membership into the legendary Porsche racing lineage, upheld by no less than 28,000 race victories since the companies’ inception. Engineered to set a new benchmark for Sports Utility Vehicles, the Cayenne GTS is designed exclusively for the road, featuring an up-rated version of the 4.8-litre V8 taken from the Cayenne S and is capable of reaching 100kph from a standstill in 6.5 seconds.

 

Earlier in the day, the very first Porsche Kids Driving School was held for children aged 5 to 10. They clearly enjoyed themselves ‘driving’ Porsche 911 pedal cars on a circuit that largely resembled the Shell Safety Park. This programme –designed in line with Porsche’s continual advocacy of road safety- aims to promote motorsports awareness, enhance road safety education and to instill good road etiquette in the young.

 

Going by the enthusiasm of the little tikes, it certainly looks like the next generation of Porsche owners will be just as passionate.

 

A Shot of Highland

Unwind and take in an eclectic selection of Scottish whiskies here

The Whisky Store moved into its current premises eight months ago, along with Quaich (pronounced as “Quake”) Bar , its retail section. Formerly situated at a quiet corner in Cairnhill, it is now prominently positioned at the Waterfront Plaza, across the Maserati showroom.

As the name suggests, this is a whisky specialist boutique owned by a husband and wife team, Khoon Hui and Joyce, who have been in the bar business for the past five years. Their taste for whiskey was so tickled that they set off to Scotland to learn more about the malt.

Upon returning home two years ago, they started The Whisky Store, adopting a premium lifestyle concept of whisky and cigars. Now it houses more than a hundred labels of whisky; with exclusive and premium whiskies imported directly from sources in Scotland and other parts of Britain. At present, they distribute islandwide to other liquor stores and bars and hold sole distributorship for premium brands like Springbank, Bowmore, Glen Garioch and Auchentoshan.

The Quaich Bar caters to a mature crowd, mainly professionals and executives who gather for business discussions and negotiations. Although it specializes in whisky, the bar is a full-fledged one with the usual array of drinks and finger food. By sidestepping local agents and cutting out middlemen in the process, prices are charged reasonably lower; a glass of whiskey starts from S$13 and from S$150 for a bottle (750cl).

Unique to The Whisky Store is the combination of the retail outlet with bar sales. So if you have tasted something you really like at the bar, you have the option to buy a bottle and take it home too.

After receiving numerous requests from walk-in customers, the owners have concocted eight special sampling sets, including the Single Malt Whisky set, which is the most popular one of the lot. The combo introduces single malt whiskies from five regions in Scotland. Each set comes with a 1.5cl sample of each whisky, tasting notes and guides. From just S$45 a set, it really is a lesson worth going for; how often do you drink during class?

Wine tasting events are held at the bar once every other month and anyone interested can sign up. Corporate or social events are also organised; as long as there’s a minimum of six people, a private tasting session can be arranged with your own customised sampling set.

 *Don’t forget to leave your car at home if you are going to drink. There’s a taxi stand just outside.

 

Quaich Bar by The Whisky Store
390A Havelock Road #01-09/10
Waterfront Plaza
Singapore 169663
Telephone:  67323452

 

Opening Hours
Mon - Thurs          5pm to 1am 
Fri - Sat                  5pm to 2am
Closed on Sundays and Public Holidays

 

 

Homebrew Hero

It may be a long way from making a “World Acclaimed Beer” like Tiger, but Singapore’s first local independent microbrewery is on to a good thing

At the moment, Dempsey Hill Green is “the place” for beer lovers to chill out at. And it’s mainly due to the latest tenant on this hill - RedDot BrewHouse, the first local independent microbrewery.

There are already four other microbreweries in Singapore, so what makes this one different?

The main difference is that it houses locally-originated craft beers, whereas the others house German or other Western beers. Another difference lies in the surroundings and the experience. Compared to the other establishments, which are mostly situated in bustling city areas, RedDot’s location offers serenity.

Overlooking the foliage of Botanical Gardens, it sits amidst lush greenery with specially landscaped gardens. The peaceful atmosphere beckons for one to loosen up and unwind with a few rounds of beer.

For the record, RedDot BrewHouse has nothing to do with the Red Dot Design Museum on Tanjong Pagar Road. Home-brewer Ernest Ng named the establishment after his first bag of beer brewing ingredients bought from a shop in Johannesburg back in 1998.

Spanning an area of 10,000 square feet, BrewHouse replaces part of the Tanglin Barracks built in the 1860s. Expertly restored and salvaged by Ng and his wife Mui Lee, who have been in the construction business for almost two decades, the 19^th century bricks of the colonial building were reused, thus retaining the rustic charm of the historic building.

Like many beer lovers, Mr Ng started brewing his own beers at home in 1998. However, unlike the typical hobbyist who simply buys a beer-brewing kit from a shop, he designed and constructed his own home brewery. After completing a brewing course in the United States, he expanded his brewing interest by setting up his own microbrewery.

Available on tap, the six freshly-brewed craft beers served at RedDot BrewHouse have been painstakingly formulated, intensively tested and personally brewed by Ng himself. Of course, in time to come, there will be more flavours of craft beers as he experiments with more concoctions.

The pricing is surprisingly reasonable, necessary to take on the established players. $6 will get you a pint before 5pm, after that it’s $10 till closing time.

Typical of every other microbrewery, an extensive menu is available to complement the taste of the unique blends. The choice offered here spans a large variety of char-grilled items and modern European cuisine.

*Be responsible, so leave the car at home when you head for a drink, or have a designated driver.

 

Pocket Information

RedDot Lime Wheat

A refreshing thirst-quencher infused with sliced Thai Lime, specially concocted for the hot and humid tropical climate

 

Monster Green Lager

A vibrant green pilsner brewed and lagered with spirulina, a rich source of Vitamin B-12, vegetable protein, beta-carotene and essential fatty acids

 

Czech Pilsner

A classic beer that has a straw colour, a crisply clean taste and floral tinges

 

English Ale

Low in carbonation, rich golden brown in appearance and tastes roasty and somewhat spicy, bitter but flavourful.

 

Summer Ale

Lighter than the English Ale but combined with higher carbonation, perfect for our all-year summer season

 

Weizen (Wheat Beer)

A golden and cloudy traditional ale that tastes fruity and has a slightly sour edge

 

 

 

 

 

RedDot BrewHouse

25A Dempsey Road #01-01

Singapore 247691

Reservations: 6475-0500

 

Opening Hours

Sun – Thurs: Noon to 11pm

Fri, Sat and eve of PH: Noon to 1am

 

 

Super Driveaway

Supercar owners looking to party can look forward to the Cannonball 8000 next year.
CHERYL TAY takes a sneak peek at what to expect

The Cannonball 8000 rally is not your typical driveaway where a group of like-minded fast-car owners go on a road trip and roar down the highways. It is an annual high-end lifestyle rally founded in 2002 for driving aficionados, loosely based on the classic Cannonball Run movie trilogy of the 1980s and Conrad Wall’s, CEO and founder of the Cannonball organisation, philosophy of living life to the fullest and love for cars and parties.

Next year, the Cannonball series will make its debut in Southeast Asia as the first ever run from Singapore to Phuket, kicking off in Singapore on 24th April 2009.

The format of Cannonball 8000 is pretty straightforward - pay an entrance fee of $19,500 for one car and two drivers and the experience of a lifetime is promised. As its five-figure entry price suggests, these Cannonball runs aren’t your typical driveaway holidays. As such, the event tends to draw a profile of participants that tend to expect nothing less than five-star treatment and a driving route which guarantees an unforgettable experience.

Much like other high-profile lifestyle rallies such as the Gumball and Bull Run, the Cannonball 8000 usually attracts an interesting collection of supercars that are as attention-grabbing as their owners.

Naturally, media coverage tends to follow and the exposure is often used to help raise funds and awareness for various charitable organisations.

The unique selling point of this rally is the opportunity for entrants to explore areas previously inaccessible in a supercar over a weekend. The route is carefully planned down to every detail so as to provide only the finest and the most deserving experience for the rally participants.

Over the years Cannonball 8000 has established its name and has covered more than 15,000 miles and 350 participants. Safety is always a priority as the rally boasts an accident-free record. Speeding is in fact discouraged as the rally structure penalises those who take less than the minimum number of hours to complete a leg.

The very first Cannonball rally saw 50 cars travel from London to Monte Carlo over a period of three days. The luxurious route included fine dining, exclusive hotels and special privileges. The number of participants more than doubled when 120 cars and 240 drivers took part in the 2007 rally from London to Zagreb. The rally is capped at 120 cars and 240 drivers so as to ensure maximum safety and utmost fun for the event. According to Cannonball organisers, another reason for keeping the numbers limited is to maintain the exclusivity of the event instead of offering it on a mass-market level.

After five years of success in Europe, the esteemed motoring lifestyle rally, Cannonball 8000, makes its presence in Asia. The 2009 Cannonball 8000 SEA Rally will take place next year from the 24th to 26th April, from Singapore to Phuket. It will host a range of 50 premium marques driven by a total of 100 drivers.

Planned to be an annual event, Singapore was chosen as the first Cannonball 8000 rally to be held out of Europe because of the scenic route and the strong intensity of supercars. Despite the high prices of cars in Singapore, there is still a significant demand for supercars; and these are the people Cannonball caters to.

In Singapore, 50 exotic cars of the various premium marques and 100 drivers will start from Muse at the National Museum, before driving up to Orchard Road/Somerset Road/Orchard Boulevard then to Tanglin turn and back down the whole shopping town before passing by the Fountain of Wealth and on to Kuala Lumpur.

As the slogan states “It’s not a race, it’s a lifestyle”, participants will get to enjoy the different pleasures of life throughout the rally, instead of pitting themselves against each other. Upon arriving in Kuala Lumpur, they will be treated to Salsa music and a grooving party at QBa, opposite Ritz Carlton, which is Cannonball’s official hotel for Kuala Lumpur.

The second day of any Cannonball rally holds the most excitement as the drivers get to thrash the supercars out on the track, in a highly-controlled environment. The SEA rally will take the supercars up to Sepang International race track for an intensive four-hour track session. Thereafter, another party awaits them in Penang.

Partying is a core activity for the rally but drink driving is taken very seriously. Every morning before setting off, every driver has to take a breath analyzer test and those who fail are not allowed to participate.

The final part of the journey on Sunday runs from Penang to Phuket, where a celebration party is held. Several types of arrangements will be made for entrants – some will want to extend their stay, some will take a flight home and have their car transported back. The following weekend hosts a more formal occasion, the ‘Black Tie’ awards party, where participants and supporters are appreciated for their contributions and assistance.

With high-profile events coming to Singapore thick and fast, it seems that the time is right for supercar owners to come out and play… again.

 

 

Mazda 5 2.0 (A): Take 5

The Mazda 5 has had a major facelift and CHERYL TAY gives it the once over.

Each time i hear there’s a facelift for a particular model, a mental checklist comes to my mind; styling changes, new features over the outgoing model, weight gain or loss and any mechanical improvements that improve performance or fuel economy, or even both.

In the case of the new Mazda 5, aesthetic chnages include re-styled headlamps that impart a sportier look while the rear now features a set of handsome LED tail lamps.

The 5’s new party trick are a pair of electrically-controlled sliding rear doors that can be accessed via buttons on the dashboard or by remote control. It may seem like superfluous profligacy, but the convenience is easily justified when you have arms full of grocery bags and/or children to contend with.

Other additional features include a multi-function steering wheel, sunroof, automatic climate control, auto headlamps and an MP3-capable six-CD entertainment system with an auxiliary input. For the Asean market only, the 5 gets rear air-con vents with an independent fan speed control as well. While the improved air-conditioning system is a God-send in the local tropical climate, it can also get rather noisy at the slowest setting.

All these changes are positive so far, except that the 5 is still fitted with what it calls a ‘6+1′ seating configuration. Simply put, the 5’s middle row of seats has a small perch that flips out to form a make-shift seventh seat. If you’re looking to seat seven on a regular basis, the 5’s arrangement might be less ideal than other similarly-sized MPVs that have apposite seating for seven.

That aside, the 5’s dynamic improvement is immediately apparent. Under its bonnet lies a new 2.0-litre four-cylinder unit that also pulls duty in the new Mazda6. The 5 also gets an all-new five-speed automatic transmission and Variable Valve Timing (VVT) technology. This is evidently reflected in a power boost from 137 to 145 bhp.

Ironically, despite the increase in power, the 5 now takes slightly longer than the outgoing one to reach 100kph from a standstill. It does it in 11.9 seconds.

Ride quality of the new 5 is satisfying as the ride is well-damped from bumps and humps. However, expect some body roll when cornering due to the car’s height and weight gain from 1495kg to 1572kg which is mainly attributed to the additional equipment such as electric motors for the sliding doors and the rear air-conditioning unit.

The new 5 sheds new light on family line cars, with its sporty, sharper styling and advanced feaures. Furthermore, fuel economy is improved from 11.0 to 11.4km per litre which proves that you can have improved performance and consumption at the same time.

Mazda 5 2.0 (A)
We say: The 5 gets some welcome updates to keep it relevant in an increasingly competitive segment. Not quite a seven-seater but its electric doors still make it a compelling choice.
Price: $84,988 with COE
Performance: 0-100kph in 11.9 secs, 179kph max speed, 11.4l/100km
Tech: 1,999cc, 16V in-line 4, 145bhp, 182Nm, 1572kg, 187g/km CO2

Verdict: 13/20

 

Mazda6 2.5 (A): Watch your six

The all-new Mazda6 is poised to retain its positioning as a sports sedan as CHERYL TAY discovers.

For mainstream carmakers, the large sedan segment can be a tough place to be. On hand, increasingly popular SUVs and MPVs are getting more capable than ever to offer buyers a credible alternative to a big roomy family car. At the other end of the spectrum, luxury brands like BMW and Lexus are offering the tantalising prospect of owning a premium badge if you’re willing to stretch your budget a little. Then, there are continental alternatives from the likes of Ford, Renault and Volkswagen that are awfully close to the luxury brands in terms of quality and refinement but are also competitively priced against the Japanese mid-sized sedan.

 Despite these all-comers, Mazda has persevered to give us the all-new 6. The initial impression is that does not disappoint, the car still bears that sporty profile that makes it stand out from its myriad class rivals that play it too safe in terms of design and end up looking altogether anonymous.

True to its Zoom-Zoom philosophy, the 6 is fast, suave and a thrill behind the wheel. The fresh, sleek curves create a strong imposing presence of athletic power, yet fastidious attention to detail ensures that it also does not intimidate lesser drivers.

The new 6 is larger than its predecessor with an added 65mm to its length, 15mm to its width and 50mm to its wheelbase. However, despite the increase in size, Mazda’s engineers have worked hard to reduce its kerb weight by more than 30kg. As a result, the 6 now offers more space with none of the weight penalties that typically mar newer models that grow with every succeeding generation. Although the front cabin is expectantly spacious, the rear is surprisingly cramped with tight seat accommodations. However, at least the boot is commodious enough for long road trips.

By today’s standards, the 6’s 2.5-litre unit delivers a conservative 107bhp and 226Nm of torque. Nevertheless, the four-cylinder engine, fitted with its slick-shifting five-speed automatic gearbox makes for a quick and quiet drive, but gets a little noisy at higher revs.

Responsive steering and a balanced suspension augment the ride quality with sharp handling and comfort which is all the more impressive given that that 2.5-litre 6 comes with 18-inch wheels as standard. Forward vision is fine, but do reverse with caution because the high line of the boot can be quite an optical hindrance.

Fittingly for a sedan with sporty intent, the driver-oriented cockpit is a fancy sight to behold and also a functional system of convenience. A relaxed driving position is supported by clear instruments and intuitive controls like the cross functional network (CF-Net) which controls multiple functions. Music lovers will enjoy plugging their iPods to the cleverly hidden jack and cruise to the fantastic 8-speaker premium Bose system.

Driving enthusiasts will appreciate the shift paddles around the steering wheel. Instead of the usual left-paddle-for-downshift, right-paddle-for-upshift arrangement, the 6 features a separate tab on the steering wheel itself for changing to a lower gear. This makes it possible to swap ratios with just one hand on the wheel.

In addition to the 2.5-litre version tested here, the Mazda6 range also comprises of a 2.0-litre variant which comes in two body styles, a versatile five-door hatchback or a stylish sedan. Two trim levels are offered, ‘V-Grade’ and ‘R-Grade’, but the simpler ‘V-Grade’ is only available for the 2.0-litre sedan.

‘R-Grade’ models, have sportier features such  as a body kit, larger alloy rims and blacked-out meters. The highest variant 2.5-litre sedan tested here has the whole spectrum of specifications, including extras like a sunroof, dual climate control and keyless.

Majority of sales are expected to come from the 2.0-litre model, which should contend with the likes of the new Honda Accord and Subaru Legacy 2.0R as its most obvious rivals. The 2.5-litre Mazda6 is in a different league however, on its way to catch up with the luxury sedans like the BMW 3-series and the Lexus IS250.

It’ll probably be some time before the next Mazda6 comes along. Hopefully when it eventually does, the issues of power, fuel economy and rear seat space will be solved. Meantime, graciously overlook the current model’s shortcomings and you’ll realize it is an attractive choice afterall. If you are considering buying something other than the typical Camry-Accord-Cefiro trium virate, the Mazda6 is definitely worth a look - especially if you’re looking for something that’s fun to drive.

Mazda6 2.5 (A)
We Say: The Mazda6’s sportiness is a welcome alternative to the many dull sedans in its class. Here’s a car that elevates you from dad to daddy cool.
Price: $94,988 with COE
Performance: 0-100kph in 9.5 secs, 203kph max speed, 8.8l/100km
Tech: 2488cc 16-valve in-line 4, 107bhp, 226Nm, 1404kg, 193kg/km CO2

Verdict: 15/20

 

Press Clubbed

Recent stints in local car companies taught this columnist about motoring journalists who give motoring journalism a bad name

The deal here is pretty straightforward – car companies loan out their test-cars to journalists in exchange for editorial coverage, preferably positive of course. Sometimes the deal becomes twisted and it turns into a complimentary car rental service, the writer shamelessly drawing out different test-cars repeatedly to run his personal errands, with no write-up promised or delivered!

I’m not demanding that every test-car lend to the media must get a story in return. These vehicles are meant for the automotive press anyway, and if they are available, why leave them sitting in the rooftop carpark? Might as well let a media professional (or amateur for that matter) take the test-car out and clock up some mileage, both in distance and in PR terms.

But some members of the media take for granted the courtesy (cars) extended to them and make it harder for automotive PR executives to do their job. These monkeys, often young and either restless or reckless, forget that their role is to evaluate/experience the cars safely and responsibly, not use them to race other road users or show off to family and friends. Don’t get me started on careless close encounters of the kerb kind, stupid fender-benders and mysterious mechanical problems which seem to plague the same few ‘unlucky’ journos.

There’s this industry rookie, a self-styled car reviewer we shall call Mr Fine, who never fails to get a parking summons for every single test-car he takes out. Please understand that it’s not about the money, it’s the principle – you can drive it fast, you can drive it far, but do take care of our baby. It doesn’t end there, by the way. Mr Fine is also a poor timekeeper, returning test-cars with such ‘rubber’ timing that even a two-hour buffer is ineffective, which is why I avoid scheduling another journalist test-drive after his.

Then there’s this other industry rookie (aren’t they all?) who returned a test-car with a big fat footprint on its roof. When asked about it, he shot himself in the foot by saying “I sent the car for a wash, I guess they didn’t clean it properly.”

These two rookies, however, can’t beat Mr Racer-Reviewer. This chap claimed that he needed our sportiest company car for a special Sunday shoot, so we let him have our turbo demonstrator for the whole weekend. Come Monday morning, he comes back all concerned about this strange knocking noise coming from the rear wheels. A check in our workshop reveals that the car did some hard-core driving that shredded the front tyres and pushed the rear tyres out of alignment. The poor car had to have all four of its tyres replaced. The best part was when Mr Racer-Reviewer sent me an SMS later that day asking how the car was doing! This naughty boy has been on our secret blacklist since.

So dear friends, believe it or not, corporate goodwill in the automotive industry has its limits.

 

Two hands, Please!

There is no doubt that handphones have revolutionized our ways of lives immensely. But the sad fact is that, handphones, in the hands of a distracted driver, have also revolutionized one of our ways of death too. That’s why it is illegal to use one while driving.

Have you noticed how some cars are driven erratically on the road or how some motorists drive so slowy because their handphones are glued to their ears?

One would think talking on the handphone while driving is similar to talking to a fellow passenger in the car. But no, simultaneously chatting on the phone and driving is comparatively more dangerous. Passengers at least would know when to stop talking when the driver needs to concentrate.

Once engaged in a conversation, the driver’s focus is taken away from the road ahead and his or her reaction time will be adversely affected too. All it takes to cause an accident is a lapse in concentration of a second or less.

Hands-free kits have been designed to enable drivers to use their handphones as they drive. Truth is, this solution isn’t risk-free. The mind is occupied by the conversation despite the usage of a speaker or a hands-free kit. So even with such a system, it is still as likely to cause a mishap while talking on the phone and driving.

The scope of the law
All of us know that it is illegal to use the handphone while driving, but what exactly constitutes mobile phone driving?

According to the Traffic Police, mobile phone driving is defined as the driver communicating over the phone held in one hand, with the other hand on the steering wheel when the vehicle is in motion. Regardless of the speed of the vehicle, as long as one hand is holding the phone (you may be answering a call, sending or reading an SMS) and the other hand is on the steering wheel, it is an offence. But you’re allowed to press the keypad while driving to answer a call on speakerphone or to press the hands-free set button. Also, when you stop at a traffic light junction, you’re allowed to pick up the phone or send an SMS. Just make sure that you stop when the lights turn green.

Ultimately, it’s your responsibility to be careful when you drive. It’s not recommended to do two things at the same time when at the wheel. But if you really need to take the call, pull over at a safe place to answer or keep the call short by telling the other person that you’ll call back.

The penalty for this offence is not light. A first timer convicted of a phone and driving offence is liable to 12 demerit points and a maximum fine of up to $1,000 or to imprisonment for a term not exceeding 6 months or both. The driver may also be banned from driving and the handphone with its SIM card will be seized to facilitate investigation. These may be forfeited by the court upon conviction.

Thus, in the interest of your safety and those around you, keep both your hands on the steering wheel and your eyes and mind on the road ahead. You have been warned!

 

Women’s wheels

Ladies have been shopping a lot more lately – in the car showrooms, that is. Growing affluence and the introduction of more competitively priced models in the small car market has resulted in more women buying their own set of wheels.

Not too long ago, it was the norm to see women accompanying their husbands or boyfriends to the showrooms, but now there is an increasing number of ladies buying cars for their own use. And it’s not just the colour of the car that the ladies are after. According to some sales executives, many of the female buyers are just as interested to know the other aspects of the model, such as boot size and cabin.

Men in general prefer luxurious, high-performance cars but there are instances when they do buy ‘feminine’ cars. Women on the other hand, prefer cars that are affordable, practical and safe, have attractive styling and rarely purchase ‘male-oriented’ cars.

Car dealers and manufacturers may not be so quick to admit this but quite a number of car models seem to be taking on more ‘effeminate’ styles lately. To put it more directly, these cars appear to be targeted with the ladies in mind. Silhouettes of cars have become rounder and cuter, design lines, especially Japanese cars, have been softened and brighter colours are being offered.

Recently, the Nissan March and the Kia Picanto have undergone a facelift, only to resurface with cosmetic changes. Colours are more striking and less dull compared to the previous models. The Picanto even offers cutesy decal designs of cheese holes or pink hearts.

Women are less inclined towards the technical specifications like the engine and performance output of the car; they usually look at the attractiveness of the styling or design. They also look out for things like a roomy interior, ample boot space for their shopping and more compact size to facilitate easier parking. Above all, the car has to be functional and easy to maintain.

These female car buyers can be classified into a few categories – the young female exec, the single career woman, the established older career women and the mothers.

The ideal urban vehicle for young female executives, especially those who have to move around a lot in their jobs, would be something that looks good yet is manageable in fuel consumption and road tax. Cars like the Mitsubishi i and the Subaru R1 or R2 suit such women. The engine capacities are small, but are compensated by a turbocharger. Also, the unique design and practical size appeal to these women.  

Single career women have the buying power to make their own decisions about purchasing a car. These financially independent ladies are drawn to models which are powerful yet sexy. The iconic Volkswagen New Beetle or the Mini Cooper reflect this desired power and status, yet it is also compact and easy to handle.

Women with more established careers have good incomes and are more likely to indulge in more expensive continental cars or convertibles like the Mercedes-Benz SLK and CLK, or the BMW 3-Series. Such cars display class and sophistication, thus cool colours such as black or red are preferred over other gaudy hues.

For the mothers, they generally like cars that are economical, comfortable and kids-friendly. The Toyota Yaris is an example of such a car that’s enjoyable and convenient to use. Such hatchbacks are different from the norm, looking less boring than the traditional saloon.

Just remember that the typical woman likes to consult, thus are much more likely than men to ask for others’ opinions before making such a major purchase. Mind you, it is a big ticket item and not just a new dress. If she’s satisfied, she’ll refer more business to the sales executive who sold her the car. But if she’s offended or poorly served at the showroom, she’ll make sure everyone knows about it. The Rule of Thumb is simply to give the ladies what they want and they will come back. 

Specifications	VW New Beetle 1.6 (A)	Mini Cooper 1.6 (A)	Subaru R1 0.6 (A)	Subaru R2 0.6 (A)	Toyota Yaris 1.5E (A)	Mitsubishi i-Casual (A)	Nissan March 1.4 Elegance	Kia Picanto 1.1 (A)
Kerb weight (kg)	1314	1155	810	820	1050	900	995kg	872
Displacement	1595cc	1598cc	658cc	658cc	1497cc	659cc	1386cc	1086cc
Gearbox	4-speed auto	5-speed auto	CVT	CVT	4-speed auto	4-speed auto	4-speed auto	4-speed auto
Engine type	In-line 4-cyl	4-cyl 16v	In-line 4-cyl DOHC 16v	In-line 4-cyl DOHC 16v	In-line 4-cyl DOHC 16v	3B20 MIVEC Turbo	4-cyl. in-line, DOHC	In-line 4 cyl 12v DOHC
Drive Wheels	Front	Front	Front	Front	Front	Rear	Front	Front