No COE, No Road Tax

10 June 2009

HE IS only 23, but he already owns a Ferrari F430, an Aston Martin V8 Vantage and a BMW M3.

Mind you, these cars make up only about 4 per cent of his entire car collection.

The only catch is that these cars cannot be driven and can only be admired.

Not that it matters to Wong Choon Mun, a mechanical engineering undergraduate at Nanyang Technological University.

An avid collector of diecast model cars, Wong started his hobby in 2005 and has spent more than $15,000 on 70 model cars which measure 1:18 in scale.

Diecast model cars are the most popular among collectors.

The cars come in various scales with 1:18 and 1:43 being the most common.

Wong’s cars, which are mostly 1:18 in scale, have additional features such as movable wheels. The boot, bonnet and doors can also be opened.

To bring together other like-minded collectors, Wong founded Singapore DieCasters (SGDC) in 2006 – a model car club forum – with Eddy Lau, 28, the first moderator of the forum.

‘When I first started, I used to meet up with other model car collectors to share our latest buys,’ said Wong, who plays the role of forum administrator.

‘In 2006, I set up a forum for us to communicate faster. Somehow, word spread and we formed a club in the end.’

While the normal car clubs consist of car owners with the same interest in a particular car brand or model, SGDC brings together diecast model car collectors with different preferences for models and scales.

As the only active local diecast model car forum in Singapore, the members of SGDC are identified by registered nicknames and they discuss topics or share photos through threads.

From a pioneer group of five members, SGDC has grown into a healthy membership of more than 200 members.

Membership is open to all model car lovers at no costs.

The only requirement is that they share the same interest – collecting model cars.

‘Our members are predominantly male, with only one female member,’ said Lau, who picked up the hobby three years ago and has spent around $15,000 on 100 model cars.

‘We have the serious collectors to the amateur ones. The youngest member is about 13.’

Twice a year, the club organises an official gathering for its members.

At these sessions, the members will bring along their favourite models to share with the others.

‘On average, only 20 members show up at the gatherings. The rest are too shy!’ quipped Wong.

Allan Lee, 48, self-employed, has the largest model car collection in the club.

Having invested a whopping $345,000 in 16 years – which is enough to buy a swanky BMW 650i coupe – Lee used to own 2,535 model cars at one time.

However, he has sold more than half of his collection.

‘I only have about 1,000 models left. I don’t have the time to maintain them, so I decided to sell some of them off,’ said Lee, who owns three real cars.

While passionate collectors like Lee, Wong and Lau display their proud collections in glass shelves or cupboards at home, Raymond Lai prefers to keep his model cars in boxes.

That saves the 34-year-old freelance motoring journalist, who is also a member of SGDC, the hassle of regular maintenance.

Dusty

‘I don’t take them out of their boxes because I don’t want to risk getting them dirty or dusty,’ said Lai who started collecting model cars since the age of seven.

To date, he has around 170 1:18 scale cars and 120 1:43 scale cars in his collection.

It is not wrong to say that collecting diecast model cars is an expensive hobby.

Premium brands such as AutoArt or Kyosho average between $150 and $200 a piece, while high-end brands such as BBR and Exoto can cost about $600.

A 1:18 scale MR can come up to $1,000.

Besides the ordinary showroom cars, there are also race car series such as Formula One or Le Mans 24 Hours which are priced at higher prices.

‘To maintain such an expensive hobby, there must be a certain level of interest in cars or motorsports. I have sold off some of my older models in order to buy new ones,’ said Wong.

For Lai, the rising costs of model cars mean that he has to tighten his belt to finance his hobby.

‘It doesn’t help that prices have increased in recent times due to rising labour and material costs in the manufacturing countries,’ he said.

‘I try to spend less on magazines and eat more at hawker centres so I can save up to buy more model cars.’

 The writer is a freelancer.

 

Where toy cars are serious business

HIS SHOP is probably every model car collector’s dreamland.

Jacky Liew, 37, runs a shop in Delfi Orchard selling mostly static, pre-assembled resin and diecast model cars.

 ’I started this shop 10 years ago. As a boy, I had a strong interest in cars and motorsports, so it’s only natural that my business and passion should dovetail,’ said Liew who imports his stocks mainly from the United Kingdom, Germany and Hong Kong.

He was once an extensive collector, but nowadays, Liew only collects model cars on a selective basis, focusing mostly on what his customers’ want.

‘I view my business not so much as a commercial entity, but as a personal relationship with my customers,’ he said.

‘I understand their passion, so I try to exchange information on new releases and rare models with them.

‘I do my best to accommodate their requests and bring in rare models for them.’

Liew carries a large range of high-quality scale models – from 1:43 to 1:4 scale – from various brands such as Amalgam, AUTOart, MR, BBR, Hotwheels, Kyosho, Minichamps and Norev.

The most expensive model car in the shop is a Formula One Ferrari 1:5 scale model car, which is selling at $9,000 while the cheapest model car you can get there costs about $15.

The price tag of some of the model cars hardly put off die-hard collectors who know what they are paying for.

He had one customer who spent over $40,000 on a mix of large-scale model cars from F1 and Le Mans.

Liew said: ‘Collectors take their hobby seriously. They are discerning and they do a lot of research on the model cars they want.

‘After all, they are spending quite a substantial amount of money.’

Rare items

The unique selling point of Liew’s shop is his ability to bring in rare collector’s items.

‘Jacky carries a large variety which caters to many different collector. I try to curb my temptation by visiting his store about once a week,’ said Raymond Lai, one of Liew’s regular customers.

Another popular shop is the Nikko store at Millenia Walk, which is the local arm of the Japanese toy manufacturing company.

‘I do buy from Jacky occasionally, but I frequent the Nikko store at Millenia Walk as it is more convenient for me,’ said Wong Choon Mun, the founder of Singapore DieCasters, a local diecast model car club forum.

 

WAGS with Drive

May 13, 2009

THEIR job is simple – dressed to the nines and put on their megawatt smiles for the cameras at Formula One races.

But unlike the foreign WAGs, the wives and girlfriends of local racers do not enjoy the same glamour and attention.

Rain or shine, they have to follow their husbands and boyfriends to race tracks, helping them to monitor sector timings from the pit and cheering them on from the stands.

Outside the track, some of them have to roll up their sleeves and get all sweaty and dirty in the garage.

These are just some of the things the local WAGs have to live with.

“In the weeks leading up to a race season, we practically live in the garage (at the track),” said Florence Ho, 32, wife of local driver Ringo Chong.

“He’ll be working on the car with his mechanics, while I play the role of ‘kopi-soh’ (coffee lady) cum cleaner cum car polisher all in one.

“It was tough, but it was very sweet as we were together all the time.”

Chong, 42, is a driver training consultant based in China.

He races for Singapore in the Porsche Carrera Cup Asia (PCCA) and the Aston Martin Asia Cup (AMAC) where he finished third during the leg of the F1 Singapore GP support race last year.

Ho met Chong in 1998 at the Singapore Motorshow and got married to him eight years later.

They have a 21-month-old daughter Renee.

Before she met Chong, Ho had no interest in motor sports at all.

“I knew about F1 only after I met Ringo. It’s more of being able to understand his passion and sharing his (emotional) highs and lows. I married him along with his motorsport dream,” said Ho.

But it is not all work and no play for the local WAGs.

Lynn Ang-Teo, wife of local race driver Greg Teo and marketing director for Citispa, a local professional slimming and beauty spa, gets to attend advanced driving courses sponsored by her husband.

She hopes to attend the Porsche Driving School in Brisbane to enhance her driving skills.

“Greg pays for my driving courses because he encourages my interest in motor sports, but I think he just wants to make sure that I become a good driver and I won’t crash his cars!” said the Michael Schumacher fan.

Teo, 34, spa director of Citispa, who has spent close to a million dollars on his motorsport interest, has also participated in PCCA and AMAC and will be participating in the GT3 Asia Challenge and Macau GT Cup this year.

No interest

As for Petrina Lee, dating Hafiz Koh, 24, Singapore’s first full-time local professional race driver, has helped her gain a deeper insight into the sport which she had no interest in before meeting Koh.

“Racing is Hafiz’s greatest passion and his influence has rubbed off on me. I’ve come to understand, respect and appreciate motor racing a lot more than when I was a mere spectator,” said the marketing and public relations manager.

The local WAGs make it a point to follow their husbands and boyfriends to races, both local and overseas, but that usually changed once they had children.

“I used to accompany Greg to the tracks in Malaysia every other weekend and to overseas race tracks a few times a year,” said Ang-Teo, who met her husband during their university days.

They have been married for seven years and have two daughters, aged three and one.

“But in recent years, I have had to stay home to take care of the kids when he went racing.”

Ho feels that her sacrifices are well worth it.

“Ringo’s work takes him out of Singapore for most of the year. If you add his races, we hardly have any time together,” she lamented.

“It is especially hard now that we have a kid.

“Sometimes, I feel lonely and wish he is around more often, but I understand it is just as difficult for him to be working away from home. I’m fully supportive of his racing. It’s not every day that one gets to live his dream.”

Lee, however, adopts a different view. “I wouldn’t say that sacrifices are made because when you’re with someone, you accept him for who he is,” she said.

“Despite Hafiz’s busy schedule, we always make a conscious effort to spend quality time together. And when he’s away, he constantly keeps me updated, so I won’t miss out on anything.”

The biggest concern of the local WAGs is the safety of their partners.

“I would be lying if I say I’m not worried when he races, but he’s a safe driver with plenty of control behind the wheel, so I’ve a lot of faith in him,” said Lee.

“When he’s out on the circuit, he doesn’t hold back and will go all out to win. I’m just proud of him for having the courage to live his dream.”

 

Petrina’s seven out of seven

WE PUT the WAGs to the test with this simple F1 trivia (they were not allowed to seek help from their partners or search the Internet for answers).

Here’s how they fare:

Who was the 2008 Formula One world champion?
LYNN: Lewis Hamilton
PETRINA: Lewis Hamilton
FLORENCE: Lewis Hamilton
Answer: Lewis Hamilton

How many races are there in the 2009 F1 season?
LYNN: 16
PETRINA: 17. It was in the news that the France Grand Prix is out for 2009.
FLORENCE: Er… 20?
Answer: 17

Which leg is the SingTel Singapore Grand Prix?
LYNN: 3rd or 4th from last?
PETRINA: 14th. Fortunately, I visited the F1 site not too long ago to find out details on the Singapore race.
FLORENCE: This is tough… 16th?
Answer: 14th

How many laps are there in the Singapore Grand Prix?
LYNN: If I can remember correctly from last year, it should be 60.
PETRINA: I figure this year should be the same as last year – 61. It was a memorable race as I was rooting for Alonso to win.
FLORENCE: 36?
Answer: 61

What’s a lollipop in motor racing?
LYNN: A sign post used by the pit crew to let the driver know when to stop and when to drive away after a pit stop.
PETRINA: The “traffic” sign when the driver does a pit stop. It tells him when to stop and go.
FLORENCE: It is a board on a pole that is placed in front of the driver when they come in for a pit-stop to cue them on the right time to stop and go.
Answer: The sign on a stick held in front of the car during a pit stop to inform the driver to apply the brakes and then to engage first gear prior to the car being lowered from its jacks.

Which driver finished first in the Brazilian Grand Prix last season but failed to win the world championship by one point?
LYNN: Felipe Massa (I was rooting for him and the Ferrari team and was very disappointed that he didn’t win the championship).
PETRINA: Felipe Massa. It was unfortunate that he didn’t win after a great season.
FLORENCE: Felipe Massa.
Answer: Felipe Massa

Which is the last leg this season and when will it take place?
LYNN: Abu Dhabi, in October.
PETRINA: Abu Dhabi. If I’m not mistaken, it ends sometime in early November.
FLORENCE: Japan, November. I really don’t know! (laughs)
Answer: Abu Dhabi, 1 Nov

AND THE WINNER IS…
PETRINA: 7/7
LYNN: 4.5/7
FLORENCE: 3/7

 

WAGs talk

Given a chance, will you try your hand racing too?
Lynn: Why not? To me, motor racing is a fantastic sport that demands coordination, concentration, stamina and a lot of guts. It will be a great experience, and I see it as a personal challenge. But it will just be a fun pastime for me, nothing more.

Petrina: I wouldn’t get into racing as I’m a girl at heart. Hafiz is aware of it and often teases me on how I don’t like to mess up my make-up and hair.
Florence: No way! One racer in the family is already one too many.

Have you tried other motor sports such as karting or tracking?
Lynn: I’ve tried both go-karting and tracking before, but I prefer the latter. I’m still quite an amateur so the tracking was done in a very controlled manner during an advanced driving course, but it did get my adrenalin pumping.
Petrina: Unfortunately no, but I’m keen to try it out sometime.
Florence: No.

Will you allow your kids to get involved in motor racing when they grow up?
Lynn: Our daughters are too young to race, but the older one has already gone on some drives with her daddy, and she seems to be thrilled by the speed (frowns).
Florence: Renee is 21 months now and we’re still unsure of her inclination. But I suspect she has her father’s genes. Whenever she hears our BMWX5 approaching the house, she’ll be the first to rush to the gate!

 

Meet F1’s WAGs

06 May 2009

We know all about the football WAGs (wives and girlfriends). This week, CHERYL TAY introduces some of Formula One’s hottest WAGs who hardly pale in comparison

 

CATHERINE HYDE
Girlfriend of Heikki Kovalainen (McLaren)

THE FINN has a British girlfriend Catherine Hyde whom he intends to marry next year.

WAG factor: Hyde majors in sports psychology. That will definitely come in handy in a sport where mental strength could sometimes prove the difference between victory and defeat.

 

JENNI MARIA DAHLMAN
Wife of Kimi Raikkonen (Ferrari)

IT WAS love at first sight for Raikkonen and 27-year-old Jenni Maria Dahlman when they first met in early 2002. They got engaged shortly after in April 2002 and got married in July 2004.

WAG factor: DAHLMAN, also from Finland, was previously a model who won beauty titles such as Miss Finland 2000 and Miss Scandinavia 2001. She became a show-jumping rider in 2005 and owns three horses bought by Raikkonen.

 

PATRICIA PAPEN
Girlfriend of Nick Heidfeld (BMW Sauber)

THE 32-YEAR-OLD German driver lives with his girlfriend Patricia Papen and their two children – four-year-old daughter Juni and two-year-old son Joda.

WAG factor: UNLIKE most WAGs, Papen is the girl-next-door type who rocks with her natural looks. Not much is known about her apart from the fact she loves to paint and that she would like her boyfriend to have ‘a less dangerous career’.

 

ANNA RAFAELA BASSI
Wife of Felipe Massa (Ferrari)

THE 28-YEAR-OLD Brazilian married Anna Rafaela Bassi in November 2007.

WAG factor: Massa got to know Bassi during one of the lowest points in his career. In 2002, he was fired from Sauber at the end of his first season and he went back home to Brazil. His friend introduced him to Bassi and she helped him through the difficult times.

 

LUNA CASTELLANI
Wife of Giancarlo Fisichella (Force India)

THE 26-YEAR-OLD Italian is married to former Italian showgirl Luna Castellani. They have two children, Charlotte and Christopher.

WAG factor: LUNA is seldom spotted at most of the races like the other WAGs. She feels that there is no need to be at her man’s work place because she has own life too. Sounds like a sensible girl.

 

JESSICA MICHIBATA
Girlfriend of Jenson Button (Brawn GP)

BUTTON met Jessica Michibata on holiday last year, during Button’s possibly worst winter ever when Honda announced its withdrawal from the sport. But, the 24-year-old Michibata, who has an Argentinian father of Spanish and Italian ancestry and a Japanese mother, stayed by Button’s side. From zero to hero, Button, now with Brawn GP, leads the world championship.

WAG factor: BESIDES modelling for lingerie brand Peach John, Michibata is also a regular movie critic for a Japanese magazine.

 

ISABELL REIS
Girlfriend of Timo Glock (Toyota)

THE 27-YEAR-OLD Toyota ace is dating the stunning blonde economics student Isabell Reis from Saarbrucken.

WAG factor: THE BLONDE beauty has also appeared on German reality TV show Germany’s Next Top Model.

 

RAQUEL DEL ROSARIO
Girlfriend of Fernando Alonso (Renault)

TWO-TIME F1 world champion Alonso first met Spanish singer Raquel del Rosario at a programme for a Spanish radio station Cadena SER. Rumours have it that they were married in 2006 but both denied it. At present, they are reported to be living together in Geneva. And despite their denials, Alonso has made reference to Raquel as his wife on a few occasions.

WAG factor: When she’s not dealing with Fernando’s tantrums, the sultry brunnette fronts Spanish pop-rockers El Sueno de Morfeo, or ‘The Dream of Morpheus’.

 

Flag-off for GT1 racing here?

S’pore can host races such as MotoGP, Super GT, A1 Grand Prix with G1 rating.

 

Thu, Apr 02, 2009

Va Va Vroom

 

 

 

FASTEN your seat belts, motor enthusiasts.

 

The Changi Motorsports Hub (CMH) may be ready only in 2011, but the wheels are already set in motion to bring in top international motor races to Singapore.

 

After months of delay, the Singapore Sports Council (SSC) announced the Request For Proposal to build and manage the CMH on Monday.

 

Upon completion, the proposed 3.5km track, which is located next to the Changi Airshow site, will be given a Grade 2 rating by the International Automobile Federation and Grade 1 by the International Motorcycling Federation.

 

This means that the CMH will be able to host races such as MotoGP, Super GT, World Touring Car Championship and A1 Grand Prix.

 

The SSC has specified that at least two local series and two international events – one of which must be a FIA Grade 2 race – must be held a year at the CMH.

 

The New Paper learnt that one local company, C2 Associates, is planning to organise a Singapore leg of the FIA GT1 World Championship.

 

The FIA GT1 World Championship is a sports car racing series organised by Stephane Ratel Organisation (SRO), which is based in Europe.

 

C2 Associates is the appointed promoter and organiser by SRO Motorsports.

 

‘Throughout the years, the series has visited continents like Asia and South America. We intend to use the CMH as our regional base to develop motorsports and its related activities,’ said Colin Ong, a partner of C2 Associates.

 

‘We are focused on bringing in the FIA GT World Championship, the GT4 South-east Asia Cup and the KTM X-Bow South East Asia Cup to Singapore.’

 

Local race promoter MPT Motor Trading, which organised the first local quarter-mile drag race at Changi Exhibition Centre last year, has also expressed its interest in holding events at the CMH.

 

Facilities

 

‘I’m keen on holding my events at the CMH, but it really depends on the rates and the type of facilities it has,’ said Koh Aik Leong, managing director of MPT Motor Trading.

 

This is good news for local motor enthusiasts whose passion for racing has been fuelled by the first night F1 race in Singapore last year.

 

The CMH will sit on a 41-hectare plot of land which is equivalent to about 58 football fields. The size is slightly more than double the initial 20ha plot allocated by the Government.

 

‘The Singapore Motorsports Association (SMSA) is pleased that the land available for CMH is now much larger than originally planned. This will help the designers of the CMH to come out with a more comprehensive proposal,’ said Tan Teng Lip, president of the SMSA.

 

When asked if the SMSA would consider relocating its office to the CMH, Tan said: ‘Of course, SMSA would like to have at least an administrative office in the CMH. But it is entirely up to the bidder to decide on this.’

 

Bidders

 

When the SSC announced the RFP on Monday, two bidders – leisure-oriented SUTL Group and car-and-leisure group Singapore Agro Agricultural – were the first to pick up the bidding documents from the SSC office.

 

Another potential bidder, who declined to be named, told The New Paper: ‘My proposal was done up some time ago – based on the previous 20-hectare land space announced in 2007 – but for months we did not hear from SSC.

 

‘With the revised requirements, I will be re-doing my proposal. But I’m happy with the increased space as it gives me more room to put in my ideas.’

 

To ensure that the CMH does not become a white elephant, the SSC has also specified that it must house other facilities such as a clubhouse, convention halls, an entertainment complex, food and beverage facilities and a racing academy, just to name a few.

 

Lester Wong, director of HKS Garage-R, told The New Paper that his company might consider setting up a branch in the CMH.

 

‘We’re happy that the authorities have given the go-ahead. A motorsports hub should have different tracks or circuits for various enthusiasts with different preferences towards the sport,’ said Wong.

 

‘As for setting up a branch there, we’re a parts distributor and not just a workshop, so we have to look at the plans before deciding.’

 

Nicolas Ho, 37, who travels frequently to neighbouring Malaysia to race, is thrilled that Singapore would finally have a track of its own.

 

‘It’s a lot more convenient than driving all the way up to Malaysia,’ said Ho, who is the clerk-of-course for local motorsports events such as the Carrerista Jamboree last December where he was the race director.

 

‘The CMH should have affordable storage services for off-road cars, perhaps a section that has mechanics to do simple repair jobs, tyre-changing services and food and beverage services.

 

‘It should offer reasonable track rates and organise regular events such as friday night drag races.’

 

F-stops and pit-stops

Andy Wee has made a career out of photographing automobiles, like the F1 ad for Red Bull S’pore in 2008.

Fri, Mar 27, 2009
Va Va Vroom

HE SPECIALISES in automotive photography.

But the irony about Andy Wee is that when he first took up photography about 10 years ago, he had no interest in cars, not to mention shooting them.

To the 32-year-old Singaporean, cars are non-living objects which are devoid of feelings and expressions.

That is why they are one of the hardest things to shoot because of their angular lines and curves.

The advantage of not being a car enthusiast is that Wee can exercise his creativity freely and without any interference.

‘The challenge in my work is in turning each piece into fine art and creating new angles or aspects that are entirely different from typical stereotyped images of a car,’ said Wee, who shoots regularly for automotive magazine Torque.

When Wee took up photography almost a decade ago, he never thought he would make it a professional career one day.

In 2002, he worked as chief photographer and operations manager for local makeover studio Glamour Shots. There, he honed his skills of shooting people.

After a short stint, he turned professional and switched to shooting portraits and fashion before changing his speciality to architecture in 2003.

The turning point came when the chief editor of Luxury Insiders – an online luxury magazine – approached him to shoot a car – the Pagani Zonda F, an exotic Italian sports car.

It was during this shoot that he discovered his flair and passion for automotive photography.

He spent $40,000 on equipment which includes cameras, lightings, lenses and accessories – the bare minimum of what is required of an automotive photographer.

Now, he doesn’t have to pay for the latest top-of-the-range camera equipment.

He is sponsored by Nikon, a renowned Japanese brand which specialises in optics and imaging.

‘I was invited to the Nikon D3 – Nikon’s first full frame DSLR (digital single lens reflex camera) launch in December 2007,’ he recalled.

‘During the launch, the Nikon regional director approached me and informed me that I was one of the 15 photographers worldwide selected to represent Nikon’s 75th anniversary. He asked if I would be honoured to accept it. Of course I said ‘yes’,’ quipped Wee.

Inspiration

As one of their official photographers, Wee, who is known for his speciality in rig (an apparatus which is used to attach a camera to a moving car) shots, has been receiving annual sponsorship of equipment from Nikon.

Drawing inspiration from his idol Nigel Harniman – an established London-based automotive photographer – Wee has both local and international clients and a portfolio which contains some of the world’s most exotic cars such as the Mercedes McLaren SLR and CLK GTR.

He was also roped in to do a Formula One advertisement for Red Bull Singapore last year. It took him one day of planning to organise the 10-minute shoot.

But all the effort is well worth it when he sees the finished product.

For his work, Wee has received honourable mentions in automotive photography at the 2007 and 2008 Lucie Awards – an annual international awards ceremony which honours top photographers around the world.

But not all professional photographers aspire to be like Wee.

Kwee Hon Jin, 35, an experienced full-time photographer, chose not to specialise in automotive photography because he feels that the market, particularly in Singapore, is too niche and the opportunities are limited.

But Wee begs to differ.

He said: ‘Some may think that diversifying in other areas of photography will earn more money but I chose to stick to my calling which is automotive photography.’

Photo: Andy Wee

 

Born in Singapore, Made in Malaysia

This week, CHERYL TAY tells you the story of Daim Hishammudin, a 10-year-old Singaporean who is good enough to sign for a professional karting race team in Malaysia

Va Va Vroom – March 19, 2009

IF DAIM Hishammudin grows up to realise his dream of becoming a Formula One driver, then Malaysia can take some credit for it.

 

The pint-sized 10-year-old Singaporean has signed up with BHPetrol.Iru1 Racing Team, a professional karting race team in Malaysia.

 

He is the only international driver in the team.

 

‘As a Singaporean, my ultimate goal is to be the country’s first F1 driver and I am ready to work hard for it,’ said Daim, a student at the Alice Smith International School in Kuala Lumpur.

 

‘I started fun karting when I was eight and got hooked on it. As I improved, my dad and I started looking around for different karting teams and we are pleased to be working with BHPetrol.Iru1 Racing Team for this crucial year.’

 

‘We are proud to announce our first international driver in the team,’ said team principal Nik Iruwan Dato’ Nik Izani, who was previously an A1 Team Malaysia tester and Formula BMW Scholar.

 

‘Daim has plans to defend his Cadet Champion title and win the Rotax Max Challenge this year. It will be tough, but he has been working hard and we have total confidence in him.’

 

Perhaps it was a blessing in disguise that Daim’s father, Hishammudin Hasan, who works for Nestle Malaysia Sdn Bhd, was posted to Kuala Lumpur five years ago.

 

Compared to Singapore, the karting scene in Malaysia is much more developed and receives more support from corporate sponsors.

 

That laid the foundation for Daim, who is a self-confessed fan of Kimi Raikkonen.

 

Efforts   

‘Whatever Daim has achieved so far is the result of our efforts in Malaysia. We weren’t too aware of the motorsports culture back in Singapore, but through friends we gathered that he could do with more support here,’ said Daim’s father Hishammudin.

 

‘With the absence of karting circuits in Singapore, Malaysia is a good platform for Singapore to develop its future champions,’ said Tan Teng Lip, president of the Singapore Motor Sports Association.

 

From young, Daim showed his fondness for cars.

 

When he was three, he would sit on his father’s lap and help steer the car as they drove round the neighbourhood.

 

At eight, he drove a fun kart at a track in Shah Alam for the first time and the rest is history.

 

‘I like karting because I like the feeling of being in control of the car and the speed thrills me,’ Daim told The New Paper.

 

Daim started competitive racing only in March last year at the Rotax Max Championship in Sepang.

 

But his first race ended prematurely when his engine died early in the race.

 

However, that did not stop him from signing up for 13 more races.

 

He got his first taste of victory at the Yahama SL Cup 2008.

 

In less than one year of racing, Daim already has four race wins, eight podium finishes and four pole positions, although it was not all plain sailing for him.

 

Daim met with an unfortunate accident towards the end of the pre-final race during Round Five of the Rotax Max Challenge in September last year.

 

‘I was in second position and was just 200 metres from the finish line when another competitor crashed into me from behind,’ recalled Daim.

 

‘Pain tore through my back and arms and I had no choice but to stop.’

 

Support

Despite the many dangers of karting, Daim has the full support of his family.

 

Family holidays are planned around his karting schedule. His father has also sacrificed his golfing sessions to accompany Daim to training and competitions.

 

‘We will support Daim as far as he can go. Racing is his passion and it keeps him disciplined and focused,’ said his mother Suhailah Hashim.

 

But like all parents, they want Daim to put his studies before his karting.

 

‘My mummy said I’ve got to do well for my examinations. Otherwise my kart will go up on the online auction site eBay,’ quipped Daim.

 

‘A university degree is a must for Daim. Now that he’s professionally managed, we believe that he can do well in his studies and at the same time, excel in motor racing.,’ said his father Hishammudin.

 

‘We will help him to achieve this balance.’

 

The writer is a freelancer.

 

Investing on a 10-year-old

 

HISHAMMUDIN Hasan knew that his son Daim has the makings of a future racing champion.

 

So the 39-year-old Singaporean, who works for Nestle Malaysia Sdn Bhd, took it upon himself to source for sponsors for his son.

 

‘When we knew that Daim wanted to take karting seriously, we knew we had to get sponsors for him,’ Hishammudin told The New Paper.

 

‘So I came up with a presentation and starting pitching my son to potential sponsors.’

 

His efforts did not go to waste as his presentation convinced companies such as Nestle, BHPetrol and Chemical Mate to sponsor Daim.

 

‘All the sponsors contributed about the same amount. At the moment, I’m talking to a few companies who are keen on promoting Daim as their ‘face’ to appeal to kids,’ said Hishammudin.

 

Now that Daim, 10, has signed up with BHPetrol.Iru1 Racing Team, a professional karting race team in Malaysia, as the only international driver in the team, more corporate sponsors are likely to come knocking on his door.

 

Parents

But when Daim first started out, his karting interest was financed by his parents.

 

‘Initially, we spent about RM 40,000 ($17,000) out of our own pockets investing in his first chassis, engines and driving gear, as well as enrolling him in training classes,’ said Hishammudin.

 

‘We spend an average of about RM 160,000 per season. This money is used for new engines and chassis, hiring a technical team, a trainer and a manager.

 

‘There are also logistical costs such as transporting the equipment and crew to races. And during the non-race periods, we have to pay for training and testing.’

 

For the 2009 season, Daim is backed by MCR Logistics, Nestle and Freight Mark.

 

The sponsors cover approximately 90 per cent of the total cost, leaving Hishammudin to pay for other costs such as airfare and accommodation when Daim competes in overseas races.

 

‘I would like to thank my sponsors for giving me the chance to pursue my dream,’ said Daim.

 

–CHERYL TAY

 

Don’t Call Us Bimbos

Va Va Vroom – March 11, 2009

Photo: Vincent Chua

THEY go by many names – race queens, grid girls, pit babes, car show girls, umbrella girls.

Whatever you call them, these girls add that feminine touch to the male-dominated motor-racing industry.

Dressed provocatively in revealing and body-hugging outfits, race queens form part of the pit crew in the racing circuit.

Their job is to shelter the race car drivers with large umbrellas and escort them to the track.

You will also find race queens at motor shows, where they double up as strong crowd magnets.

Almost half of the spectators surveyed at last year’s Super Import Nights, a local exhibition of modified performance cars, said they came for the race queens and not the cars.

The SingTel grid girls who were part of the 2008 Formula One SingTel Singapore Grand Prix are probably the closest we have had to genuine race queens.

‘Besides glamourising the event, we had significant roles to play. We were ambassadors to the delegates from Singapore and SingTel during the F1 Singapore Grand Prix and more importantly, we guided the race cars into their positions on the starting grid with the big flags,’ said Cheryl Tay, 21, a banking and finance student at the Singapore Institute of Management.

The Lewis Hamilton fan, who was the first runner-up at the SingTel Grid Girl Contest, was quick to correct the notion that race queens are bimbos.

‘We had to learn the basics of identifying the different teams, the drivers, the cars and their specifications,’ said Tay, who, for the record, is not the writer of this report.

‘We also have to learn the rules of F1 and acquaint ourselves with the race route.’

Casey Fan, 26, a medical sales associate and second runner-up at the 2008 SingTel Grid Girl contest, agrees with Tay that the job of a race queen is not a simple one.

She said: ‘We were involved with the media and the public through interviews and interaction.

‘As race queens, we need to have some racing knowledge to help promote the sport.’

In Japan, working as a race queen is recognised as a high-profile profession and serves as a passport to the entertainment industry.

Wages are attractive and the race queens earn thousands by the hour.

The race queens in Japan have the brains to match their looks and curvaceous bodies.

Ayu Suzuki, voted one of Japan’s top three race queens in 2004, is an accomplished pianist who graduated from the Kunitachi College of Music – a prestigious music academy in Japan.

To meet their job scope, the race queens in Japan undergo proper training and constantly attend upgrading courses to improve their skills.

In addition, the race queens are expected to be equipped with technical knowledge of their teams and the cars.

Their careers may be seen as glamorous, but their shelf life is short. The demand for their services dwindles with age.

Challenges
But most of them move on to become media celebrities such as talk show hosts or actresses.

Like any other job, race queens face their own challenges.

Like it or not, they have to wear high heels and put on a smile for a long period of time.

Some of them have to put up with over-intrusive stares and harassment from testosterone-charged male spectators.

‘It is very tough trying to look pretty and hold up the heavy flag at the same time,’ lamented Tay.

‘Basically, there’s a fine line between sexy and slutty. The outfits we wear probably don’t help much, but I hope to dispel the stereotype that race queens are distasteful or unclassy,’ said Gina Tng, 24, an undergraduate at the Nanyang Technological University and winner of the MPT Race Queen Search 2008.

With greater awareness of the work they do, the race queens in Singapore may just receive their due recognition like their overseas counterparts in time to come.

The writer is a freelancer.

 
Photo: LAT Photographic

History of race queens

 ABOUT 40 years ago, the term ‘race queen’ was unheard of.

Back then, the only women present at motor races were the wives and girlfriends of the drivers.

The ‘race queen’ tag was coined only when Rosa Ogawa, wife of the late Minoru Kawai, who was then the team leader of motor racing team Toyota, worked as a promotional model at one of the motor races in the 1960s.

The concept of race queens became increasingly popular as more of them were engaged to raise the profile of race events.

Europe welcomed the idea in 1983 when suntan lotion company Hawaiian Tropic sponsored the 24 Hours of Le Mans endurance race and brought its models over from the United States to appear on the race track before the race started.

The models wore bikinis that bore the company’s branding.

However, this concept failed to work in the US as the race babes brought on negative sexual connotations.

But in time, the race queens became a permanent fixture at races.

In the United Kingdom, the race queens are called ‘pit babes’.

In Europe, they are known as ‘grid or pit girls’ while in South Korea they are called ‘racing girls’.

In Thailand, they are more commonly known as ‘pretties’.

Today, no motor racing event is complete without the presence of race queens.

Locally, the popularity of race queens has spread to non-racing events like SMRT’s launch of its new taxi fleet last year.

–Cheryl Tay

Photo: Cycle & Carriage Automotive (Mitsubishi Motors)

 

Ruling The Bends and Bending The Rules

She’s the 8th president of the NTU Motoring Club (NMC), and the only female one thus far. It is of little surprise then that Virnice Tan, a third year Psychology major at the School of Humanities and Social Sciences, remains undaunted by the common stereotype that females are terrible drivers whenever she gets behind the wheel.

The previous NMC president, Walter Ong, a final-year Civil Engineering student, shares the same sentiments in quashing the sexist label and had no qualms in handing over the reins of the club to her.

But regardless of gender, all eight Presidents of NMC have been plagued by the same issues all these years – the misconception of having to own a car as a prerequisite to join the club and the high dropout rate of its members.

 The fallacy of having to own a car is forgivable; I mean, the typical car club is usually a group of enthusiasts who gather because of the car they drive.

This is where NMC is different. Being a student club, members do not necessarily need to own cars. As long as there is an interest for cars or anything motoring-related, anyone is welcome to be part of the club.

The birth of NMC
Eight years ago, Roger, Boon Tao and Willie – all now 32 years of age – used to meet up in the car park after lessons to discuss about their cars. The trio then extended to a group of six, and started to meet up more regularly, often over a cup of coffee.

Cars were considered a luxury then, and parking was aplenty. However, the car population gradually increased and that’s when they realised the potential for a motoring club within the school.

“We noticed more interesting cars in school and we wanted to know the owners. But it would be weird if we were to approach them or leave a random note on their cars just like that,” said Roger, an Electrical and Electronic Engineering undergrad then, who went on to form the club in 2001, thereby becoming one of the founders of NMC.

 Growing up
Over the years, the club has grown from its initial six members to a peak of 70. On an average, membership ranges around 20 to 30.

Also, during Walter’s term, he got the club officially registered with the Registrar of Societies Singapore, and initiated and achieved the affiliation to the Singapore Motorsports Association or SMSA.

As for the continually high turnover rate of members, it is inevitable and something that the club has been battling. Car enthusiasts can be broken down into three main categories – those who think they like cars, those who generally like cars, and the hardcore aficionados.

“We do want to keep as many members as possible, but ultimately, it is difficult to cater to everyone. The hardcore ones may find us boring, some of the curious ones may decide this is not their interest afterall and many will just join us when they can,” said Virnice.

“Besides, it is the founder’s vision to maintain a close-knit community of like-minded people.”

Hanging out
Like all car clubs, members keep in daily contact via an online forum (www.ntu-mc.com). A kopi session is held every month and newcomers are free to come along. Other activities that the club organises include barbeques, karting sessions, and Tour de Singapore, a bi-annual islandwide drivearound. New events like lunchtime talks are in the pipeline.

Unlike other tertiary motoring clubs who organise events on a national level, NMC chooses to remain a cosy family with members-only activities.

Said Roger, “Planning largescale events might dilute the initial objective of the club and take out all the fun; we don’t want to end up forgetting why we gather.”

And it isn’t just motoring interest that you’ll find in the club.

“Besides meeting others who share the love for cars, you’ll be surprised at what else you can find – other common interests like sports, friendship and maybe even love,” said Walter, who met his girlfriend through NMC.

 

Girl Power

Who says racing is a man’s game? There is an increasing number of female car enthusiasts in Singapore. CHERYL TAY talks to three of them

 

Va Va Vroom – 12 February 2009

 

IT WAS a split-second decision that could have resulted in catastrophic consequences.

 

But Rosalind Choo couldn’t care less.

 

All the 28-year-old insurance agent had in mind was to clock a good timing in her Toyota Vios at the SGTrackies Time Attack two years ago.

 

Luckily for her, she managed to overtake the male driver in front of her without any trouble.

 

‘It happened two years ago at the Sepang International Circuit in Kuala Lumpur. It was the last race for my Toyota Vios before it retired,’ Choo told The New Paper. ‘On one lap, I caught up on this male competitor and was stuck behind him.

 

‘I was getting impatient because he was affecting my timing and all I had in my mind then was to do a good time.

 

‘I couldn’t wait any longer, so I made the bold move to overtake him. Thank goodness nothing happened.’

 

She finished a credible fourth in the Superlite category with a timing of 3:03 min.

 

Choo is part of an increasing number of female motorsports aficionados in Singapore.

 

She now drives a cool Mercedes-Benz SLK-200 convertible and is intending to spend another $20,000 on modifying her car. She is also a committee member of SGTrackies, a club for tracking enthusiasts.

 

Racing may be a largely male-dominated sport in Singapore, but in recent years the women are becoming more involved in motorsports-related activities.

 

And mind you, these girls are not bimbos.

 

‘You’ll be surprised at how much technical knowledge some of these girls have,’ said Tan Teng Lip, president of the Singapore Motorsports Association. His two daughters are also into cars.

 

‘Just like the boys, the girls are crazy over cars. They drive fast cars, frequent the car club forums, spend thousands of dollars modifying their cars, and travel up to Malaysia regularly for a dose of circuit action.’

 

Dolin Ong, 26, an account manager, is one who spends her free time hanging out in car workshops modifying her 2.5-litre Subaru Impreza WRX. She prefers manual gearboxes for its raw feel of power.

 

‘I got tired of driving under-powered cars, like the previous Mitsubishi Lancer 1.6 manual which I owned,’ said the 26-year-old, whose WRX has a girly Hello Kitty theme.

 

‘Customising my ride gives me a lot of satisfaction; the sense of control over my car and enhancing it for improved power and performance is overwhelming.’

 

Daphne Tan, a mother of two who helps her husband run his business, is another avid racing fan. She would sacrifice buying a diamond ring or a new bag to get a new suspension or brake kit.

 

‘I spent close to $40,000 on the first car I started modifying – a Honda Accord Euro-R. I was hooked immediately, and now I own a souped-up Honda Civic Type-R which I spent almost $30,000 on modifications,’ said Tan, 32, who also shares a Nissan GT-R – dubbed the ‘Godzilla’ – with her husband.

 

Like Tan, Ong pays out of her own pocket to finance her expensive hobby.

 

During her polytechnic days, she started her own business to earn extra money.

 

Money and passion

 

At one point, she also held a few part-time jobs.

 

‘Between money and passion, money is more vital. With it, your car can be as fast and powerful as you want it to be,’ said Ong.

 

There may be a rising trend of female car enthusiasts in Singapore, but the local scene is still very much dominated by men.

 

‘There are definitely more women becoming interested in cars and motorsports these days, but despite this increase, it only makes up a small percentage. It is still a man’s world and will always remain so,’ said Nicolas Ho, 37, property realtor and clerk-of-course for some local motorsports events.

 

Despite the strong male presence, Choo said that there is no gender bias in the sport.

 

‘I’m usually the only woman racer in the races I have taken part in,’ she said.

 

‘I’ve not been treated unfairly because of my gender, and I don’t feel that I should deserve any advantage or handicap just because I’m a girl.’

 

 

The writer is a freelancer.

 

 

——————————————————————————–

 

 

GIRL TALK

 

DO YOU think there is a future for female motorsports enthusiasts in Singapore?

 

Dolin: There are more female motorsports enthusiasts in Singapore but overall it’s still a small number.

 

Rosalind: It is an expensive sport and not many women are willing to invest time, effort and money into it. They rather spend the money on a spa package instead. The first thing that needs to be changed is the misconception that girls cannot make good drivers.

 

 

ARE MEN generally better drivers?

 

Daphne: As much as we want to disagree, we think men do have that little bit of innate driving ability in them, more than women.

 

Dolin: But there are some male drivers who really don’t deserve to be on the roads.

 

Rosalind: Ultimately, it boils down to how much driving time you clock. I’m referring to the number of hours spent driving on the roads, and not the number of years you’ve had your licence. The more experience gained, the better driver one will become regardless of gender.

 

 

WHAT keeps you going in this sport?

 

All: You need to have five things – passion, courage, time, money and opportunity.

 

Daphne: Like any sport, passion is a must. In my seven years of tracking, I have seen many girls come and go. Few have stayed on as long as I have.

 

 

DO YOU think female drivers are treated unfairly on the roads?

 

Dolin: Yes, we do! We always get the guys blaring their horns at us and tailgating us on expressways.

 

Rosalind: Seeing that we are girls, they try to start a race with us. They think we are no match for them.

 

 

DO YOU share this motoring interest with, er, a guy?

 

Dolin: Yes, my boyfriend, my father and my younger brother.

 

Rosalind: My previous boyfriend was a fervent trackie. We used to exchange tips on modifications. We also accompanied each other on track days.

 

Daphne: It’s a family affair for me. My husband introduced me to the sport, and then my father and brother were also hooked.

 

 

DO YOU have anything to say to our female readers?

 

All: Prove to the men that we women can drive as well, if not better!

 

Reviving Racing

CHERYL TAY finds out if local motor racing can return to its good old days

 

29 January 2009

 

 

COMPOSING music is not the only talent that local songwriter Bai Yun has.

 

Unknown to many, the 36-year-old, who was the first Singaporean songwriter to be signed by Sony Music Publishing, also has a strong passion for competitive racing.

 

Like how music never fails to inspire him, the thrills and spills of racing set his adrenalin pumping.

 

Bai, whose real name is Carl Chen, remembers the heady days of the local motor racing scene in the Eighties and Nineties following the cessation of the last Singapore Grand Prix held at the Upper Thomson Road Circuit in 1973.

 

Back then, the Singapore Motorsports Association (SMSA), supported by the Singapore Sports Council, organised tarmac-surfaced events in Kallang.

 

Car park rallies, skilled autotests and sprint races were held regularly throughout the year and backed by corporate sponsors, some of which were not related to the automotive industry.

 

‘Those events were well organised and professionally run, which gave the participants a strong sense of pride, especially with the droves of spectators who turned up to watch the races,’ recalled Bai.

 

Hooked

 

Bai was one of those who always looked forward to the weekends where he would take his car for a spin. He discovered his love for racing after a friend took him to watch a sprint race at Kallang in 1995.

 

‘I was hooked immediately. The thrilling racing action, the sound of the engines and the huge crowds encouraged me to try my hand at local races,’ said Bai, who started racing in Singapore in 1996.

 

He started with a modified Suzuki Swift GTi hatchback with the GTR Racing Team, and moved on to be a driver for the first Garage R racing team with a highly modified Honda Civic that was part of a 1-2-3 class team win in a 1998 rally.

 

From there, he moved on to race competitively for Team N2CS, Cam Motorsports and Fuchs Yokohama Racing Team.

 

He was also part of the team which emerged victorious in its class at the Dreamcars Superspecial Rally in 2005.

 

Bai decided to ‘retire’ after that due to increasing work demands, but he remained actively involved in the local scene by serving in the SMSA committee.

 

He is also a qualified racing steward under the Federation Internationale de l’Automobile as well as the Federation Internationale de Motocyclisme.

 

As far as he can remember, car rallies in the past were grand events backed by big budgets. Most of the races were overnight events, so the drivers were put up in five-star hotels.

 

Prize presentation dinners were usually accompanied by a full 10-course banquet.

 

Local professional racing teams were formed with major sponsorships.

 

One of them was the Caltex Racing Team, which boasted the likes of veteran racing talents such as Ian Lee, Jeff Beaumont and Bill Ng. One of the last teams to be sponsored by a big company was the Fuchs Yokohama Racing Team, which Bai was a member of in 2003.

 

The local racing scene nosedived during the economic crisis in the late 1990s.

 

Sponsors slashed their budgets, making it hard for race organisers and teams to find financial support.

 

Local racers also turned their attention to Malaysia after the Sepang International Circuit opened its doors in 1999.

 

With the SMSA taking on the role of a sanctioning body in 2002, there was no one to organise races in Singapore.

 

‘The unpredictability of securing racing venues, the strain on our resources in organising such events, and the desire to develop local motorsports promoters were some of the reasons why SMSA took a step back,’ said Tan Teng Lip, president of the SMSA.

 

The local motorsports scene gradually died down, although there are flickering signs of a revival in recent years.

 

Recent events

 

Since 2006, private race promoter MPT Motor Trading has been trying to bring back the heady days of motor racing by organising sprint events at Kallang car parks and track races at Sepang. More recently, it organised the first quarter-mile drag race at Changi Exhibition Centre.

 

More garage-run teams are participating in the few local motorsports events over the last two years.

 

The local racing scene can be as strong, if not better than it was before, but it will take time to nurture a new generation of drivers, to build the necessary facilities to support the events, and to rekindle the interest from corporate sponsors.

 

‘A potential area to explore for local racers lies in the numerous car clubs in Singapore,’ said Bai. ‘We have to find ways to encourage members of these car clubs to participate in local races.

 

‘With better numbers, corporate sponsors may take a second look at their budgets and hopefully squeeze out some money to sponsor local events or teams.’

 

Then, there is the problem of a designated race track in Singapore.

 

‘Changi Exhibition Centre is a good spot for motorsports,’ said David Ting, 36, deputy editor of Torque magazine.

 

‘If the proposed race track in Changi comes to fruition, it will be a big fillip for the sport as there will be a venue to hold circuit races as well as somewhere for racers to test their cars,’ said Dr Winston Lee, a former president of the SMSA.

 

 

- The writer is a freelancer.

 

 

——————————————————————————–

 

TYPES OF RACES

 

AUTOTEST (OR AUTO GYMKHANA)

AN ENTRY level event that tests the driver on his driving skills rather than car performance.

Speeds are kept low as drivers have to negotiate four different patterns – combinations of handbrake turns, reverse 180 flips, reversing and parking – marked out by cones in the shortest possible time.

Best suited for small cars such as the Suzuki Swift or Nissan March.

 

SPRINT/SUPERSPRINT

AN ADAPTATION to the quarter-mile (402m) drag race, a sprint is a 201-metre straight-line race between two drivers and the faster car wins.

What differentiates a sprint from a supersprint is the additional figure-of-eight circuit besides the straight-line track.

 

CAR PARK RALLY

TYPICALLY held over two days with night stages on the first evening of the competition, a car park rally takes place over a few car parks.

These car parks are converted into different courses – known as Special Stages – which competing cars have to complete in the quickest possible time.

Competitors do not race against each other directly at the same time. Instead, only one car races at a time.

Drivers are assisted by a co-driver, who acts as their navigator in the passenger seat and basically give directions.

Competitors are judged on their total timings and the car which takes the least amount of time (penalties included) wins the rally.

 

——————————————————————————–

 

10 years apart

 

1998 SINGAPORE MOTORSPORTS CALENDAR

21 to 22 Feb:      Caltex Havoline Rally

22 Mar:                SPC Autotest Championship Series Round 1

5 Apr:                   SMSA Super Sprint/Sprint 1

25 to 26 Apr:       26th Mobil Tour de Singapore Rally

7 Jun:                    SMSA Super Sprint/Sprint 2

16 Aug:                 16th Pesta Sukan Autotest Championship Series Round 2

13 Sep:                 SMSA Super Sprint/Sprint 3

11 Oct:                 SMSA Super Sprint/Sprint 4

25 Oct:                 Autotest Championship Series Round 3

14 Nov:                15th Falken Rally of Singapore

 

 

2008 SINGAPORE MOTORSPORTS CALENDAR

23 Feb:                 MPT Sprint/Supersprint Round 1

26 Apr:                 MPT Sprint/Supersprint Round 2

14 Jul:                   MPT Super Time Attack Round 1

21 Sep:                 MPT Sprint/Supersprint Round 3

2 Nov:                  MPT Sprint/Supersprint Round 4

15 Nov:                MPT Super Time Attack Round 2

21 to 23 Nov:     MPT Singaporean Super Series

27 to 31 Dec:      Carrerista Jamboree (Quarter-mile drag race)

 

A La Kart

This week, we speak to parents who spare no expenses to support their children’s karting aspirations.

 

By Cheryl Tay

 

15 January 2009

 

HE ASPIRES to be a Formula One driver one day.

 

It is anybody’s guess if Suriya Bala Kerisnan Thevar, 16, will achieve his dream, but at least he has the full support of his parents.

 

Just last year, the Bala Kerisnans, who live in a HDB flat, spent about $190,000 – more than what an average Singaporean earns in a year – to fulfil their son’s racing dreams.

 

Like most Formula One drivers, Suriya is using karting to hone his driving skills.

 

‘Seeing how dedicated and determined he is about karting, we agreed to fund this sporting ambition of his,’ said Suriya’s father TM Bala Kerisnan Thevar, 47, who runs his own construction business.

 

The bulk of the money is spent on buying new karts and tyres.

 

Suriya owns five karts – each with different specifications to suit different races.

 

For every race that he competes in, he has six new sets of tyres.

 

His parents’ investments have not gone to waste so far.

 

Last year, Suriya participated in 14 races, namely the 2008 Asian Karting Open Championship (AKOC), the Rotax Max Challenge Asia and Malaysia, and the ROK Cup International Final in Italy.

 

Fully funded by his parents, the St Francis Methodist School student competed in all five legs of the AKOC – two in Macau and one each in Indonesia, Philippines and Thailand – and finished a commendable eighth out of 30 drivers in his category.

 

One of his best results came last year when he finished on his first podium as a rookie in the senior category in the Indonesian leg of Rotax Max Challenge Asia.

 

But his joy was shortlived when the Indian flag was mistakenly raised instead of the Singapore flag.

 

A lack of awareness for Singaporean racers perhaps, but it is something that Suriya hopes to change.

 

He developed a passion for cars from young.

 

At three, he was mimicking car engine noises while watching motor racing on television. By five, he could recognise most cars on the road.

 

When he was nine, his mother, Vijiyesvari, 42, a retired nurse, took him and his two brothers to KartWorld in Taman Jurong during the school holidays in June.

 

Savings

 

‘His passion for karting was evident from the beginning, but I was reluctant to get him his own kart till he was 12. Even then, it was a second-hand kart bought with my savings, without his father’s knowledge,’ said his mother.

 

His parents hope that Suriya will produce some good results to attract sponsors.

 

‘I want my son to progress further, but self-funding is unsustainable. He has produced some good results in kart racing and I hope he would be recognised for his achievements,’ said his father.

 

Suriya usually travels to training and races alone because of his father’s tight work schedule and his mother’s fear of watching him race.

 

On average, he travels to Malaysia two to three times a month for practice.

 

Studies is still the priority for the St Francis Methodist School student, who will be taking his ‘O’ levels this year.

 

Meanwhile, his focus is on karting, where he hopes to do well particularly in the AKOC and the ROK International Final this year.

 

He hopes to enter Formula BMW by 2011.

 

‘Not many kids have the opportunity to kart competitively because of the immense financial commitments. I’m very lucky to have my parents’ support,’ said Suriya.

 

‘The only way I can pay my parents back is to train hard, do my best and make them proud.’

 

 

 

*The writer is a freelancer.

 

Funding the Drive

15 January 2009

 

MOST boys their age are preoccupied with computer games.

 

But there is just one thing which can get 13-year-olds Liam Gout and Ross Philipp all excited – karting.

 

Both boys are foreigners – Liam is Australian while Ross is German-South-African – but they have been representing Singapore in karting competitions.

 

Their parents never expected their children to be serious in the sport, but so far they have been proven wrong.

 

Like the Bala Kerisnans, they are willing to spend big to fulfil their sons’ racing dreams.

 

Rob Gout, who specialises in technology at DBS, forked out $132,800 to sponsor his son Liam’s karting interests.

 

Last year, Liam raced eight times in Australia and in Europe.

 

Dieter Philipp, on the other hand, spent about $60,000 on his son Ross.

 

But there is only so far they would go.

 

‘Liam’s karting expenses peaked tremendously last year. It’s impossible to carry on with such amounts of spending, so for this year we’re hoping he’ll do well and secure a sponsorship. Otherwise, it’s back to leisure karting,’ said Gout.

 

As for two-time Malaysian cadet champion Ross who has been karting since he was six, his father has plans to send him to races beyond Malaysia this year.

 

‘As Ross starts to participate in more international races, the expenditure will inevitably increase,’ said Philipp, who is a Singapore Airlines captain.

 

‘Like most parents, we will support him to the end, but unfortunately there is a limit to our spending.’

 

CHERYL TAY

 

Karting Dollars and Cents

SURIYA BALA KERISNAN THEVAR

New Kart(s): $70,000
Engine: $6,000

Repair and maintenance: $3,000

Race wear and helmet: $4,600

New tyres (set of 4): $56,350

Engine rebuild: $6,000

Kart storage ($100 per month): $1,200

Race expenses: $25,200

Training: $18,000

Total: $190,350

 

 

LIAM GOUT

New Kart(s): $7,000

Engine: $14,000

Repair and maintenance: $6,000

Race wear and helmet: $1,620

New tyres (set of 4): $10,880

Engine rebuild: $1,600

Kart storage ($250 per month): $3,000

Race expenses: $80,000

Training: $8,700

Total: $132,800

 

 

ROSS PHILLIP

New Kart(s): $4,500

Engine: $6,000

Repair and maintenance: $8,000

Race wear and helmet: $6,550

New tyres (set of 4): $2,000

Kart storage ($250 per month): $3,000

Race expenses: $24,000

Training: $6,000

Total: $60,050

 

 

Note: All figures are estimates

 

Big Friendly Giant

Before I begin penning my views about the Touareg R50 TDI, I just want to share that I’m not exactly a fan of big cars. But as monstrous as the R50 was, it had this inner gentleness that eventually changed my mind about big cars.

Yes, indeed the R50 is a monstrous huge-ass car.

In one sentence, it is a Sport Utility Vehicle (SUV) from German carmaker Volkswagen which has been injected with a heavy dose of aggression to give 347bhp of power, a whooping 850Nm of torque and an incredible 627lb/ft of pulling power. We’re talking 6.7 seconds from zero to hundred and a top speed of 235kmh. All that and more delivered by a vehicle that weighs more than three tonnes; impressive, very impressive.

The first thing that would strike you once in the car is its soundtrack. Typical of all diesel engines, the clatter, especially when idling, would probably remind you of a public bus or a taxi, but upon acceleration, it growls ferociously as it pulls away.

Producing this growl is the 5-litre V10 twin-turbo diesel engine, which powered the Touareg V10 TDI model since its launch 6 years ago. But this time for the R50, it has been tuned up and enhanced for improved performance.

In addition, Volkswagen has beefed up the R50’s suspension and further lowered it by 0.8 inches, and firmed up the air dampers to give a performance good enough to rival that of a sports car. The power output of 350bhp is expected and nothing spectacular; it’s the 850Nm of torque that it is capable of delivering that really frightens. As seen in the Volkswagen’s ad campaign, the R50 can tow a Boeing 747 jumbo jet!

The R50 commands an immense load of presence, dominating the road with its sheer size and in our test drive unit’s case, its go-faster bright blue colour. The drive might be a bit overwhelming initially as you adjust to the car, particularly the overpowering torque delivered from the turbodiesel the first time you floor the accelerator.

But once you’ve comfortably adapted, you can proceed to enjoy being King of the road. I did, gleefully deriving pleasure as the monster intimidated with its enormity, making cars move out of the way when they see the R50 coming up behind them in their rear view mirrors.

Driving the monster was quite an experience; just imagine having all that power and torque in your hands. Mated with a six-speed automatic transmission, the R50 engine reaches maximum revs rather quickly with its typical diesel narrow powerband. The steering can do with more feedback though.

Boasting 21-inch alloy wheels on low-profile tyres and very big brake discs with chunky blue callipers gripping them, the brakes seem a tad too soft for the monster, lacking the bite of standard performance cars and requiring a firm foot to bring it to a stop. But it is decent enough for normal everyday driving.

The Continuous Damping Control in the R50 has a sports modification and works in three settings: Comfort, Sport and Auto. Depending on your journey and your mood, you can select the one that suits best – the car works excellently in all three modes.

The cabin is similar to the rest of the Touareg range, but with some little differences here and there. The most distinctive difference is the existence of the R logo plastered all over the cabin, on the gear lever and the alloy foot pedals for example. Our test drive unit came with faux aluminium trim that not only gave a pseudo sporty look, but also reflected sunlight into the eyes of passengers and becoming more of an annoyance than anything.

Comfort and generous space within the cabin are common features of an SUV; the R50 is no exception, with its seats more bolstered than the regular Touareg and enough space to have a party inside. Standard features offered in the R50 are of absolute abundance. There are things like the luxurious Dynaudio stereo system that comes with a sat-nav and storage space for your music, reverse cameras, bi-Xenon headlamps, sunroof, electronic front seats, four-zone climate control, cruise control and rear privacy glass.

Needless to say, all these equipment do not come cheap. The range-topping R50 comes with a range-topping price of $298,300 with COE. Despite the tax cuts on diesel vehicles, keeping it on the road would be costly, with a hefty eleven thousand-dollar road tax a year. Thankfully pump prices are down.

It wouldn’t be surprising if Volkswagen only sold a few units of the third Volkswagen R model (after the Golf R32 and Passat R36); that’s what the $298,300 price includes – exclusivity of the R50 on our roads. And also, SUV performance that few others can match.

 

Volkswagen Touareg R50 TDI
S$298,300 (On-road, inclusive of COE)
www.vwasia.com

Engine:               4,921cc 20-valve twin-turbo V10 diesel
Transmission:     Six-speed automatic with paddle shifts
Power:                350bhp at 3,500rpm
Torque:               850Nm at 2,000rpm
0-100kmh:          6.7 seconds
Top speed:         235kmh

 

 

 

S for Stylish

The local market segment for high-performance luxury coupes has become a lot more crowded with the luxury marques’ continuous introduction of new models. Even so, Audi still thinks that there is space for one more – the Audi S5.

In brief, the S5 is all about 2-4-6-8; two doors, four wheels, six gears and a vicious V8 engine. Within the Audi coupe family, there’s the smaller and less powerful TT on one end and the twice as costly R8 on the other end. But if factors like relative value and practicality are more significant, then the S5’s positioning between the TT and R8 is perfect.

The Audi A5 and S5 were launched simultaneously sometime at the end of June last year. Held on a private yacht and then later adjourned to One° 15 Marina Club, the launch event was a grand luxurious affair. For the unaware, the S5 is sportier and of higher performance than the A5. Whilst the S5 houses a 4.2 FSI engine under its bonnet, the A5 houses either the 1.8 TFSI or 3.2 FSI engine. 

To tell them apart visually, look out for the S5’s signature ‘S’ styling cues like the silver egg crate inserts on the front grille, aluminium wing mirrors, the large 19-inch alloys and the quad exhaust outlets. It also has bigger brakes, heated leather sport seats and a string of LED daytime running lights around the bi-Xenon headlamps.

The S5 is the type of car that should be seen in the flesh (or in this case, metal) for full appreciation of its sheer beauty. It not only turns heads wherever it goes, it makes people turn back for a second, third, fourth (you get the idea) look of admiration. Designed with tinges of its A4 sedan and TT siblings, the S5 styling exudes visual firepower with its tapered-off rear and its silhouette topped with a tilting glass roof.

Driving the S5 is as good as it looks. The 4.2-litre V8 engine is mated with a six-speed automatic gearbox that produces a healthy power output of 350bhp. If that doesn’t impress, then the torque output of 440Nm at 3500rpm should. The S5 only needs 5.4 seconds to reach 100km/h from rest.

The Audi Drive Select is a standard feature on the car and consists of four modes – Auto, Comfort, Dynamic and Individual. As it suggests, the Comfort mode gives a softer ride despite the 19-inch wheels and low profile rubber. For more aggressive handling, choose the Dynamic mode. The steering may not be as responsive as its rivals but its agility round bends and into corners is fantastic.

While on the drive, the sensation of speed in the S5 doesn’t seem as fast as the car is going; thanks to the Quattro all-wheel drive system that provides improved traction, increased stability and better handling abilities in all situations.

Besides the Quattro all-wheel drive, the rest of the safety features include an ESP system which has the functions of the ABS, the hydraulic brake assist, electronic differential lock and traction control. One unique function of the ESP is the cleaning of the brake’s discs when driving in rain.

 

Inside, the features contained in the cabin serve to pamper all passengers within.  Engine and parking-brake is engaged or disengaged with just a press of the button, thus freeing up more room in the centre console for the MMI central-command interface. Then there’s the sat-nav to help with directions, cruise control for fuel efficiency, a tilting glass roof for the occasional need of fresh air or sunlight, easy adjustment of the front electric seats and the Bang & Olufsen premium sound system that enhances the prestige of the car.

Although the S5 is a proper four-seater coupe, space in the front is not compromised. However, the back seats would function better as a storage place. Let’s just say that those in the back will become well-acquainted with their knees and a 15-minute ride in the rear was the longest and only time I’ll ever sit behind.

Before the RS5 variant is brought in, the S5 remains as the only performance variant of the A5 coupe range. With the price tag of about a quarter million, it really is a good deal. In fact, I was expecting the S5 to be pricier. For all that performing capabilities and standard equipment, it is a worthy and justified indulgence.

 

Audi S5
S$245,000 (On-road, inclusive of COE)
www.audi.com.sg

Engine:               4,163cc, 8-cyl 32v, V8

Transmission:    6-speed automatic with manual selection mode
Max Power:       350bhp @ 7,000rpm
Max Torque:      440Nm @ 3,500rpm

Top Speed:         250km/h
0-100km/h:        5.4 seconds

 

Michelin-Volkswagen Fuel Economy Challenge

She probably wouldn’t be able to survive the Taylors’ fuel-economic Drive Around The World in 78 Days, but CHERYL TAY did survive this challenge despite having to drive much slower than usual…

French tyre company Michelin and Volkswagen recently collaborated and proposed a challenge to the media: Which journalist can get the best fuel economy out of a Volkswagen Golf 1.4 TSI 7-speed DSG fitted with Michelin Energy XM1 ‘green’ tyres?

 

This initiative followed Michelin’s earlier study of motorists’ habits in Singapore, which concluded that as much as 71 per cent of passenger cars are running with incorrect tyre pressure – one of the major causes of fuel inefficiency. The Michelin Energy range – which includes the Energy XM1 tyre for smaller vehicles and the MXV8 for sedans and larger MPVs – are designed for low rolling resistance, which can save up to 10 per cent of the total fuel bill.

 

On Volkswagen’s part, the TSI engine in the Golf already boasts good fuel consumption figures. Now fitted with the latest 7-speed Direct Shift Gearbox, claims an improvement of 20 per cent in fuel efficiency and a combined fuel consumption figure of 16.9km/litre.

 

John and Helen Taylor, who brand themselves as the “world’s most fuel economic couple”, were present to conduct the fuel economy workshop and educate us with the correct driving techniques and useful everyday tips for optimum fuel efficiency.

 

The husband-wife team holds 38 fuel economy driving world records, including the Guinness World Record for the lowest fuel consumption in their “Drive Around The World in 78 Days” stint. That’s their greatest achievement to date, where they covered 25 countries in a Volkswagen Golf over a distance of 29,717km with just 24 tanks of fuel – an average of 22.2km/litre.

 

After the talk, each journalist, accompanied by either John or Helen Taylor, went through the same route – about 10km in East Coast and Marine Parade areas – with the aim of achieving the lowest average fuel consumption.

 

The route started and ended at Big Splash, East Coast Park, where the event was held. Consisting of both highway and normal road conditions, the route indeed put everyone to the test. It was quite tough trying to apply fuel-saving driving techniques after being accustomed to our faster driving styles.

 

The air-conditioning was switched off and I had the windows down; but unfortunately, I ran into several obstructions and crowded traffic situations. Nonetheless, bearing in mind the freshly-learned tips from the Taylors, I pulled off a final result of 17.2km/litre, which exceeds the stated 16.9km/litre of the Golf.

 

Eventually, our very own Contributing Editor Sheldon Trollope earned some pride for Top Gear by placing second with a commendable average of 20.8km/litre – 0.9km/litre off the winning average, but nothing compared to Helen Taylor who managed more than 33.3km/litre over the same route. The top three winners each took home a limited edition Michelin Pilot Experience remote-controlled car.

 

Although I didn’t finish amongst the top three, I definitely benefited a lot from the experience. Through the challenge, the Taylors have shown that the biggest influence in fuel efficiency is ultimately the driver. Even with a fuel-efficient vehicle and fuel-saving tyres, the results ranged diversely from 12.8km/litre to Helen’s 33.3km/litre.

 

This event couldn’t have come at a timelier period. In the face of a global economic slowdown, motorists are more concerned about cost-cutting measures. But with or without a financial crisis, it is advisable for motorists to adopt good driving habits to improve fuel efficiency.

 

Just by altering your driving styles in little ways, resources are conserved, less pollution occurs, and you also save yourself a lot of money in the long run. Besides, who knows when oil prices might rise again?

 

 

10 Tips to Improve Fuel Efficiency

 

1. Drive Smoothly and Keep Calm

Avoid accelerating hard or braking abruptly, and keep your steering as smooth as possible. When you’re agitated, you tend to drive more aggressively and end up using as much as one third more fuel. Be patient and you’ll achieve the same speeds with less fuel.

 

2. Plan Trips Carefully

Cutting down on driving time is one of the easiest ways to conserve fuel. Plan your route ahead to avoid traffic jams or last-minute rushing.

 

3. Maintain Your Engine

Regularly send your car for servicing as a well-tuned engine can improve fuel economy up to 4 percent. Follow your car manufacturer’s recommended servicing schedule and use fully-synthetic engine oil.

 

4. Keep Your Tyres Inflated at the Right Pressure

Tyres that are correctly inflated are safer and more durable. A tyre that is under-inflated by just 1psi can reduce fuel efficiency by as much as 3 per cent.

 

5. Avoid Carrying Excess Weight

For every additional 45kg carried, fuel efficiency drops by 1 to 2 per cent. Keep the boot and backseat clear of unnecessary items that add weight to the car.

 

6. Use Air Conditioning Sparingly

This may sound difficult for a humid country like Singapore, but air conditioning adds a strain on the engine and consumes fuel to operate. So whenever possible, probably when driving at night, turn off the air conditioning and wind down the windows. Otherwise, the next best thing is to run the a-c at a comfortable, but not cold temperature setting – 23A C to 25A C is usually the optimal range for a climate control system to put a minimal strain on the engine.

 

7. Accelerate Gradually – Maintain Consistent Speeds

Change gears prudently when accelerating, especially when moving off. Fuel is wasted with varying throttle inputs so keep the throttle position as steady as you can. If your car has cruise control, use it as often as possible.

 

8. Use Higher Gears

Drive in the highest gear possible. The higher the gear, the lower the engine rpm, so less fuel is used. But don’t keep the revs so low that it bogs down the engine.

 

9. Avoid Excessive Idling

Don’t let the engine idle any longer than necessary as it burns more fuel. It is more efficient to turn off the engine than to idle longer than 30 seconds.

 

10. Avoid Excessive Speeding

Stick to the speed limit of the roads and avoid going above it. It reduces your chances of getting a speeding ticket and improves fuel economy. For every 10kph over the speed limit, fuel consumption increases by up to 23 per cent.

 

Honda City: Global Reform

Road Test: Honda City 1.5 LX (A)
05 Jan 2009  
Text and Photos by Cheryl Tay

Smaller cars like the Honda City would probably appeal to people from the older crowd, but the latest City might just deviate from the norm..

The entry-level Honda sedan was one of the stars at the 9th Singapore Motorshow, being officially launched there. And it has every reason to be a star, as it boasts major revamps which promoted it to its global model status.

Previously catering to the Asian market, the City was unexcitingly plain and simply just a ‘Jazz with a rear’. But it has since adopted a refreshing new look, larger dimensions, increased power and a wider array of features.

While the outgoing Honda City wasn’t that much of an eyesore, the latest City has outleaped it by miles. It is a plain Jane no more, having ridded its previous hatchback roots and bearing an “Arrow Shot Form” design that speaks of aggression and boldness. A sharper front with a big slated grille, slit headlights and a swoopy C-pillar completes its sporty look, giving a more obvious progressive design between the City, the Civic and the Accord.

The new City has different engines developed for different markets round the world; the one offered in Singapore is the 1.5-litre i-VTEC engine mated with a five-speed transmission. It is capable of a power output of 120 bhp at 6,600 rpm and a linear torque curve that peaks at 4,800 rpm with 145 Nm. Taking 12.2 seconds to reach 100 km/h from rest, it remains a little above 2,000 revs after – good for fuel consumption.

The drive is typical of a Japanese car, with light steering that lacks feedback and the car starting to shake when pushed past highway speeds. Unless you thrash it, the City is silent with minimal wind or road noise. Other than the paddle-shifters, the City is never going to be a sporty drive. That’s all right; its intended role was to provide affordable and functional transport anyway.

It was never planned as a performance car, thus having a softer suspension meant for comfort. The ride is soft, which smoothens out humps and bumps. But despite its extended wheelbase and its lowered height, body roll is quite significant, especially round sharper corners.

The new City has grown 5 mm longer to measure at 4,395 mm and 25 mm wider to measure at 1,715 mm. This results in more interior space within the cabin and two happy adults seated in the back as the rear leg room is generous and headroom is sufficient. Boot space is huge, with a capacity of 506 litres and the capability to house a mountain bike if the 60:40 split-fold rear seats are down.

Inside the cabin, the instrument dials, controls and even the steering wheel are similar to the Jazz. However, there is one distinct difference – the console. The Jazz has this futuristic theme with different-sized dials and an unconventional style, whereas the City has simple dials and straightforward controls.

There’s one imperative grouse about the cabin though. It’s this sense of inferiority that’s so inevitably strong that it undermines all the efforts done on reworking its exterior design. The plastic materials used, for example the centre console, seem cheap and reflect a strong “Made in Thailand” feeling. It is a real pity it is, as the car has done so well on the outside only to be compromised on the inside.

The City is cheap to run, and this fuel efficiency might just be a major drawcard in encouraging buyers out of the compact crossover and mid-sized sedan segments. Interior space within the City has increased much and the sleek styling is hard to ignore. In fact, it is this enhanced styling that might just be enough to overlook the feeling of inferiority exuded when seated within.

Owners of the City probably made their purchase based on the badge and the brand’s reputation for technology, as opposed to its rivals’ more competitive pricing and reliability factors. With the global economic slowdown, the City might be a popular choice for a downgrade but its pricing does pose a disadvantage. Somehow, even though COE prices are at a low, the City 1.5 LX Automatic’s starting price tag of S$61,500 just seems unjustified in my opinion.

Then again, the City does boast of global standards now and has taken on a different positioning. So, will it be technology and style or reliability and consistency? You decide.

 

No Karting Investment, No Singapore F1 Driver

10th December 2008

CHERYL TAY

npsports@sph.com.sg

 

KARTING is the world’s most recognisable route to creating a possible future Formula One driver. The roots of the new Formula One world champion Lewis Hamilton’s success, can be found in karting. But until Singapore is willing to invest in proper facilities for karting, or parents here are lured to get involved, the red lights are still on for creating a homegrown F1 driver.

The New Paper’s Va-Va Vroom series tackles this issue looking at the current situation here. To date, some of the more prominent local race drivers that have made some headway in international motor racing include Hafiz Koh and Denis Lian (the only two who have raced in single seaters), Ringo Chong and Melvin Choo. What differentiates Koh from the rest is that he is the youngest and the only full-time professional race driver. Despite the low popularity of motorsports then, Koh eventually persuaded his parents to let him pursue motor racing as a career. That’s not easy, in a nation still focused on academic and paper qualifications.

So why is it important to pick up karting at an early age, preferably between five to nine, if Singapore is to create homegrown drivers who could go all the way to F1? After all, Hamilton gave the same advice for Singapore’s sporting authorities when he was here in September for the SingTel Singapore Grand Prix in September.

Foundation

With the success of that race, some parents could now be more receptive to the idea of letting their children take up karting. Karting forms the foundation for motor racing and is the first step for any serious racer’s career. What makes karting so easy to pick up, is that a driving licence is not needed and age is not a restriction.

Firstly, the costs of karting. A professional racing kart can cost anywhere from seven to $15,000, and this does not include maintenance or regular part replacements. Here’s where sponsorships come in. Like how the Singapore Racing Team was formed this year with the financial backing of MFGlobal Singapore, to race in the Asian Karting Open Championship. In short, no money, no race. Then, there’s still the absence of a proper local karting venue to develop talent and persuade Singaporean parents.

Now, the only karting venue available to the public – Kart World at Taman Jurong – is too small to accommodate all of Singapore’s karting interest with its narrow 520-metre long track and exorbitant rates of $40 for 10 minutes of ride time.

Alternative Venue

An alternative venue – Circuit@Tuas – has a 840-metre long track but currently only caters to motorcross activities and does not provide public karting facilities as yet. It may not be a world-class facility, but seems like Kart World is all Singapore has till the proposed Changi race track is built in 2011. A request for design tenders was called in May, but it has since been postponed, without any further announcements from the Singapore Sports Council.

Although the Singapore Motor Sports Association (SMSA) has received increased funding this year, it may not be enough for all plans like overseas training, racing opportunities and public awareness programmes in schools and the heartlands.

Besides, karting isn’t the only form of motorsport around to fund. But the government has promised support for local motorsport development if a viable long-term plan is drawn up by the SMSA.

– The writer is a freelancer.

 

Parents must be lured

FORMULA One interest following the Singapore Grand Prix must be capitalised on. Apart from tackling facilities and a national plan for developing a motorsports culture, parents cannot be forgotten.

Lester Wong, 35, is a father of one, a race driver himself, and director of HKS Garage-R. He said: “The level of interest in motorsports locally has indeed increased, but ultimately, the country, culture and climate we have, do not make the best venue for driver training.

Most parents would allow their children to pick up karting as a leisurely sport, but to pursue it at a competitive level? Now that’s a different issue altogether.

Koh Aik Leong, 40, local motorsports company owner and father of two, said: “The F1 Singapore GP was just an introduction that created a lot of awareness for motorsports. But for people here to dive into a full-time racing career? Not yet.”

That’s why potential parents of future motor racing talent must be found and lured, to realise the dream of producing a Singaporean F1 driver some day.

 

Race Driver for a Day

Inspired by her heartthrobs like Kimi Raikkonen and Lewis Hamilton, CHERYL TAY tries her hand at being a race driver and learnt how challenging it really is..

 

 

Never did I expect that my first time at the Sepang International Circuit would be to drive a formula racing car. And in addition to that, I was driven by a professional driver in a two-seater. Yes, I was one of the privileged few to get firsthand experience of being a race driver.

 

The Michelin Pilot Experience is an annual affair and is already into its third year running. Closed to public, this driving event is only offered to Michelin’s dealers, trade partners and the media as a token of appreciation and an opportunity to get to better understand the brand’s involvement in racing series such as the Porsche Carrera Cup and A1GP.

 

To get us warmed up, we started off with some go-karting. The time trial of five short laps of the simple circuit, and the best timing from each of the 4 groups competed later in the go-kart challenge. That’s not all. The eventual winner (which I’ll admit wasn’t me) out of these had the chance to race against A1GP driver Aaron Lim.

 

The highlight of the one-day programme was the Formula Renault single-seater drive. Provided with proper racing gear –complete with shoes, helmet and gloves–I truly felt like a formula race driver; complete with feeling warm and stuffy in Sepang’s notorious heat.

 

We first had to go through a lesson on the simulator to learn how to drive the formula race car before actually going on the track. The sequential gear shift was easy to engage, not requiring the use of the clutch except when starting in first gear. Yet, I still managed a couple of missed shifts on the track due to my lack of strength. My formula race driver career only lasted four half-laps of the Sepang South track though, and at all times, the pace is controlled by a safety car.

 

A new item on the programme this year is the GT5. Looking more like a caricature of a race car, the 600kg GT5 was even harder to drive with its stiffer steering and a gearbox that you were required to clutch-in for every shift. Which probably explains why three of the five cars met with mishaps and had to be towed back.

 

For some, taxi rides were given in either a Porsche GT3 or the Formula Michelin two-seater by a professional driver.

 

I managed to be picked to be driven by Macanese F3 driver Rodolfo Avila in the two-seater. Two laps was all I got, but it was enough for me to feel and know what formula racing is really all about – Extreme high speeds, super late braking, quick gear shifting, immense G-force pressures and lots of adrenalin.

 

Someone gave up his ride in the Porsche GT3 to me, so I didn’t hesitate to take his place. After both the two-seater and the GT3 ride by professionals, I realized how much faster I could have been on the track earlier and how bad my gear shift technique was. The GT3 was definitely not as fast as the two-seat formula car, but it’s still a road car experience on the race track.

 

This year, Michelin Singapore had a lucky draw where ten winners got to attend this event. Other than that, there are no plans to open this up to public as there are still many Michelin dealers who have yet to participate. Plans to move this programme to another circuit is possible, maybe to Singapore when the proposed circuit in Changi is built? Hopefully by then, the programme would be open to the public as this one-day programme is not an experience to be missed.

 

Michelin has done well to offer such a programme which best demonstrates their products and services, and allows participants to fully understand the importance of tyres in performance and control. And the best part, it was all done in extreme fun. The Michelin Pilot Experience is the closest I’ve ever gotten to formula racing, and this is the furthest I’ll probably get.

 

Sports Star

The newly-launched budget-friendly sports coupe from Mercedes-Benz is targeted at the young. Fitting into this category, CHERYL TAY evaluates the “sporty” coupe.

 

 

It is easy to be misled by the seemingly new Mercedes-Benz CLC 180 Kompressor. Because other that its name, it is in fact, an extreme makeover of the seven-year-old C-Class Sports Coupe with some touches of the new C-Class sedan. With only one model available here in Singapore, this standalone model literally forms a class of its own.

 

Despite the 1,000 over changes, the CLC’s design is still a thing of yesterday. But Mercedes-Benz is confident of the CLC’s styling and believes it can convince customers, especially with its comparatively low pricing (for a Mercedes anyway) of $126,888 which puts it within striking distance of the best-selling Volkswagen Golf GTI and splits the five-door BMW 118i and three-door 130i.

 

As an entry model to the Mercedes-Benz coupe family, the 1.8-litre CLC is powered by a 143bhp unit and is fitted with a five-speed automatic gearbox. It may look like a coupe, but is really a softie at heart, absorbing most undulating surfaces and bumps, with lots of body roll through the corners.

 

The CLC performs more convincingly at lower speeds when it’s driven as a runabout rather than sports coupe. This however, might be a good thing, as the car is targeted at the younger drivers, who tend to be more inexperienced behind the wheel. Acceleration is decent and steering has improved tremendously, but the drive is rather uninspiring even if its new aggressive styling and optional 18-inch wheels suggest otherwise.

 

It might have a compact appearance, but the cabin is actually quite roomy in the back. Taller ones will find it cramped where headroom is concerned, but at least their legs will be comfortable. Accessibility in and out of the car is easier than usual, with front seats that tilt forward, then upward and out of the way.

 

As for outward visibility, the CLC’s rising window line and a diminutive rear window makes for large blind spots from the driver’s seat.

 

The CLC faces strong challenges against contenders like the Volvo C30, BMW 1-Series and the upcoming Volkswagen Sirocco. No doubt the facelift is rather comprehensive and the car has benefited from an aesthetic overhaul; but in terms of drive, performance and quality, the CLC still has some catching up to do. However the cache that comes with owning a coupe with a three-pointed star on it may be enough for some to overlook its short comings.

 

 

Mercedes-Benz CLC 180 Kompressor

We Say: For some, owning a sporty Mercedes for Golf GTI money is reason enough to pony up for one and forgive its dynamic flaws. Also surprisingly practical for a coupe.

Rating: 12/20

Price: $126,888 with COE

Performance: 0-100kph in 9.9 secs, 215kph max speed, 7.8l/100km

Tech: 1796cc, 16V in-line 4, 143bhp, 220Nm, 1495kg, 170g/km CO₂            

 

Formula One SingTel Singapore Grand Prix 2008

  

The success of the first Formula 1 night race hosted by little Singapore resulted in somewhat of a controversy. It’s hard to determine one collective definition of ‘success’, with the various individuals having their own delineation. For the 100,000 over spectators who filled the Marina Bay circuit park to catch the live action, most of them would probably say that it was a great affair overall.

 

But wait, that’s an absolute certain only if you overlook the immense amounts of walking, the exorbitant prices of food and beverages and the horrifying traffic (both road and human) situations. One thing’s for sure though, the excitement levels brought about by the drama-filled incident-occurring race more than compensated for those grouses.

 

I know of one party who will indisputably conclude that the Singapore Grand Prix was a failure – the Ferrari camp. Well, it wasn’t all protest and dissent when both their drivers qualified in pole and in third position. It was only after the whole string of occurrences during the race that their moods dampened. Unlike Chinese auspicious beliefs that the colour red brought good luck, the prancing horses could prance no more as they packed up immediately after the race ended.

 

On my end, I summed up the race in three words – Unpredictability, strategy and luck.

 

Unpredictability

 

Quoting Alonso in the post-race press conference, he said “Again, today shows that Formula One is unpredictable on a Sunday.” After an unfortunate technical issue with his R28 during Q2, Alonso thought his hopes of winning were over. But a turn of events after teammate Nelson Piquet crashed during the 14^th lap resulted in a change of fate for the Spaniard.

 

Looking back at the last 14 races, the top three qualifiers almost never finish on the podium in the same order. The only time that happened was in Europe, when the podium results were a reflection of the qualifying. Gone were the days when legendary Michael Schumacher swept practically every race without fail whenever he qualified in pole position.

 

 

Strategy

 

As the saying goes, “If you fail to plan, you plan to fail.” Having a good strategy is essential in winning. But the implementation of strategy doesn’t always go according to plan. Situational circumstances can get in the way of executing a strategy as ideally as possible.

 

An example of a good strategy implemented with favourable circumstances was that of Nico Rosberg. Both Nico and Robert Kubica pitted just after the first safety car was deployed when Piquet crashed. It was a necessary move for Kubica as he was running out of fuel. This resulted in a 10-second stop-and-go penalty for both drivers as the pit lane was closed.

 

When the pit lane was officially open, most of the drivers rushed in to pit, thus Rosberg took the lead, with Jarno Trulli and Giancarlo Fisichella (both yet to pit) behind him. Kubica rejoined in fourth place after his pit stop, with Alonso catching up after him.

 

Despite this penalty, Rosberg still managed a second-place finish, compared to Kubica’s eleventh place finish. That was because he made full use of his lead by pushing hard to widen the gap as much as possible. He also extended his grace period to the maximum and pitted to serve his penalty later than Kubica did.

 

Of course, sometimes a little luck is needed as well. Renault faced a problem with the brakes, thus was unable to adopt a one-stop strategy. Instead, Alonso executed a three-stop strategy for an aggressive opening stint. He was the first to pit in the race, even before Piquet’s accident. Thus, he could catch up later and eventually pull up front as those in front moved away to pit or serve their penalties.

 

 

Luck

 

Ultimately, a race is about who can finish the fastest. But in reality, just being fast isn’t enough to make you a winner. Both Massa and Raikkonen clocked the fastest laps during this race, but I don’t see them anywhere on the podium at the end of the race. The cause behind some things just cannot be attributed to anything but luck.

 

Like how the forecasted thunderstorms never poured till the day after the race, how Lewis Hamilton got stuck behind David Coulthard for a good part of the race and lost lots of precious time there, how Alonso exited from the pit lane just before David Coulthard who had Lewis Hamilton desperately trying to overtake (otherwise Alonso might have lost his lead).

 

The worst luck that night happened to Felipe Massa. Qualifying in pole position, everything was going smoothly, with him pulling away from Hamilton and Raikkonen gaining onto the McLaren. But a major human error during his first pit stop cost him the title. He was cleared to leave with the fuel hose still attached and in the process, ended up hurting a mechanic as well as earning a drive-through penalty for unsafe release into Adrian Sutil’s path.

 

The ill-fated event left him stuck at the end of the pit lane as he waited helplessly for his mechanics to reach him (Ferrari’s pit was at the start of the pit lane as they were Constructor’s champion last season). In those few moments, he lost a tremendous amount of time and it sealed his fate for this race. It didn’t help matters that his left rear later suffered a puncture. Even unluckier, Raikkonen lost control of his car and went into the wall at Turn 10.

 

The Ferrari pair’s failure to score any points at the Marina Bay circuit meant the McLarens pull ahead in the Constructor’s Championship by one point.

 

Watching this race in close proximity has made me realize that a good driver needs speed, skill, strategy and of course, good luck. Many times, we have witnessed how limitations faced by the driver foil his bid to win; gearbox failures, technical issues, track constraints, competitors’ mistakes, mechanics’ errors and more.

 

I guess few can resent Alonso for his nocturnal victory; he did afterall pull off stunning timings during the practice sessions. The final practice session on Saturday evening showed the fastest lap time of the weekend, 1min 44.506 sec, clocked by him.

 

The Formula 1 SingTel Singapore Grand Prix 2008 was a true eye-opener and a memorable event of firsts. Besides being the first night race in F1 history, it’s also the first time Singapore hosted F1, Fernando Alonso’s first podium finish since Monza 2007 and ING Renault’s first race win since Japan 2006. Oh yes, it’s my first time – probably a lot of other people’s too – watching a live F1 race.

 

Now that the F1 entourage has cleared our land, we locals are left to face the resulting effects of the race which includes massive traffic jams, heavy downfalls and a new league of F1 fans. Never mind that majority of the people didn’t know why the timings in Q3 were slower than the other two rounds, why the track was a mess of people and tyres just before the start of the race, or recognized a driver only when there’s a crowd around him. At least they knew how to stand up to get a photo when they heard the approaching roar of the engines, or camp along the path to the paddock entrance just to get a glimpse of the drivers.

 

 

What to expect for 2009 F1 Singapore Grand Prix:

 

Although the F1 circus has left as quickly as they were here, you can be sure that planning for next year’s race has already started.

 

Feedback from the drivers is of utmost importance, so maybe the track surface will be improved to have less bumps, widened for better more overtaking opportunities or having less corners to facilitate a smoother, less-headache drive. But whether any of these will materialize or not, I’m sure it will at least be a consideration in the follow-up discussions. We have seen how Lewis Hamilton was trapped behind David Coulthard for centuries and how certain overtaking attempts have ended up in crashes. Then again, if the track was flawless there would be less drama in the race!

 

There’s no doubt that defending champions Ferrari will hold bittersweet memories of this place as they scored pole position in qualifying but instead, went home empty-handed and even lost their lead in the constructors’ championship. When they return next year, they would probably be more determined to secure points and replace the memory in fans’ minds that Ferrari failed in Singapore.

 

On the other hand, having experienced how a twist of luck can turn disappointment into glory, Renault will probably love Singapore a lot more after scoring their first win in 2008. But ultimately, the drivers play a very important role in literally driving the team to victory. Not all teams have confirmed their drivers for the next season; when that is settled, we can have another round of speculative discussions about what to expect here.

 

If my two cents is of any worth, I suggest (and in that, hope to expect) that there be more seating areas (sheltered please) for the walkabout ticket holders, more feeder bus services to cater to those who have to walk across the entire circuit park just to get to their seats, more entry gates and more live telecast screens. With the experience from organising this year’s race, it’d be easier to preempt and hence planning would be enhanced.

 

Nonetheless, thank you Singapore for a job well done. The night race has gone down in history successfully and it can only get better. Meanwhile, no thanks for the intense traffic jams.

 

 

 

The Power of Two: DSG vs SST

Think of this scenario: You have two packets of potato chips in front of you, each packet representing one shaft. Putting your left hand into one packet is like engaging first gear on one clutch. When your left hand goes into the first packet, your right hand goes into the second packet simultaneously. But when you eat with your left hand, your right hand remains and prepare to feed. Once you finish the chips from your left hand, the right hand will take over the feeding and the left hand goes back into the packet to prepare for your third feed. Essentially, the key is to constantly feed yourself with chips. 

That, in layman terms, is what the dual-clutch gearbox, or automated manual transmission is about.

If you have driven a Volkswagen or an Audi before, then you should be familiar with the DSG, which stands for Direct-Shift Gearbox (DirektSchaltGetriebe). But for the benefit of those who haven’t, the DSG is an electronically-controlled, twin-shaft dual-clutch manual gearbox without a conventional clutch pedal, with fully automatic or semi-manual control.

It is fundamentally two manual gearboxes working as one unit and gears can be shifted rapidly (without the use of a clutch) faster than any manual or semi-automatic gearbox. It gives more power delivery and better control than an automatic transmission, and faster performance than a traditional manual transmission. Drivers can choose between fully automated and manual gearbox changes, where the manual-shift can be operated via steering column-mounted paddles or the traditional gear lever.

The DSG is a 6-speed automated manual transmission, and has an amazingly fast upshift time of just 8 milliseconds. Such transmissions are favoured because it provides smooth and quick acceleration, and it also gives drivers the luxury of choosing whether they prefer to control the shifting or let the computer do all the work.

Another double-clutch automated manual transmission you might have heard of is the SST, much newer and more recent than the DSG, developed by Japanese carmaker Mitsubishi. Its full name is Twin-Clutch Sportronic Shift Transmission (TC-SST) and it’s the first of such systems to be fitted to a production car not made by Volkswagen Auto Group. Also a 6-speed automated manual, it works largely the same way as the DSG and thus has inevitably been called the Japanese version of the DSG.

The Mechanism
Both dual-clutch gearboxes work the same way, with concentric clutch assemblies. Odd gears 1, 3, 5 and Reverse are connected to one clutch and even gears 2, 4 and 6 are connected to another clutch. The gear shifts on alternate clutches are predicted, one clutch pre-selecting the next gear shift up or down while another gear is in use.

Let’s translate this into driving. When the driver engages the first gear, the second gear is also selected at the same time. But the second gear remains fully disengaged until the transmission’s computer determines when to upshift (depending on speed and acceleration from the driver). During this sequence, the first clutch disengages while engaging the second clutch so all power from the engine goes to the second shaft.

This adaptive shift pattern allows for smooth and lag-free gear changes with no interruption in power delivery. The usage of two clutches to transmit power instead of a torque converter makes the engine simpler in structure and power transmission losses are reduced, hence giving higher transmission efficiency and improved fuel economy.

The SST is just as effective as the DSG, if not better, but unfortunately isn’t as consistent as its continental rival.  Maybe it was the individual settings in the test car, but for the record each time I was in second gear and I suddenly accelerated hard, shifting the gears manually from second to third is super quick, but third to fourth took a lengthier time.

The DSG on the other hand, is extremely good with upshifts, but tends to get jerky on downshifts, despite the impressive kick down function where it can jump from 6^th gear straight to 3^rd gear. Maybe it’s the “fuzzy logic” principle that the ECU uses, but each time a different driver sits behind the wheel, the DSG gives jerky, somewhat unsure gear shifts initially. Which is no surprise, because the ECU is meant to adapt to the style of the driver and tailor the shift points accordingly.

Operation
Both the DSG and the SST have two fully automatic modes, Normal and Sport. Normal mode is for everyday driving, where low-speed shift points are used and changes are made very early in the rev-range. This early shifting of higher gears aids in reducing engine noise and maximising fuel efficiency.

As the name suggests, Sport mode can be used for sportier driving, where the shift points are higher and quicker, and shifts are made much higher up the engine rev-range. Lower gears are held longer so as to keep the engine within its powerband, thus making more use of the available engine power and maximising engine braking. This is especially useful for turbocharged cars since the turbocharger is active only at higher revs.

The DSG and the SST operate similarly, but each is executed differently. The DSG gear lever has a P-R-N-D-S shift pattern; just shift the lever to D for Normal mode or to S for Sport mode. The SST is a little more complicated; its gear lever has a simple P-R-N-D shift pattern and just below the lever is a small toggle switch. To start driving, just shift the lever to D, then choose one of the three shifting programmes with the toggle switch. (I find this a little more inconvenient to be honest).

Besides the Normal and Sport modes mentioned above, Mitsubishi has gone one step further and developed an additional programme, the Super Sport (S-Sport) mode, which mimics a racing transmission. This mode functions in manual-shift only and is selected when the car is stationary, so as to minimise possible excess wear.

Meant for competitive racing or track use, the engine is kept turning at higher revs. Gear changes cannot be made drastically quicker, so the clutches engage faster rather than smoother. Excess slippage of the clutch occurs, but it results in slightly faster shifting and acceleration. Launch control is done in this mode too, by switching off stability control, applying the brakes and accelerating up to 5,500rpm.

Manual Mode
Manual mode can be engaged either by sliding the shift lever to the right in “D” mode or pulling one of the paddles mounted on the steering wheel. The driver is primarily in charge of operating the gearbox and determining the gear changes.

For engine maintenance purposes, the DSG does not hold gears. When accelerating, it still automatically upshifts just before the redline, and when decelerating, it will downshift automatically at very low revs, just before the engine idle speed. Also, if the driver implements a gear change inappropriately (eg. downshifting when engine speed is near redline), the actual shift will only occur when the engine revs are at a level that can cope with the requested gear.

That doesn’t seem like a lot of control for the driver afterall. It’s different with the SST though; the driver gets more control as the SST does only what the driver tells it to do and will not upshift or downshift unless instructed. The only exception is when the car comes to a full or near stop, then the first gear will be selected automatically. This simulates the conventional manual transmission better and at least there is some fun left for the purists.

The cool thing about the DSG is that in its instrument display, the available shift positions are shown (P N R D S), the current position of the shift lever (D or S when driving) is highlighted, and the current gear ratio is displayed as a number. As for the SST, the instrument display only shows the current position of the shift lever (only D when driving) and the mode selected, but no gear number is displayed.

Conclusion
The DSG is placed in Volkswagen Group vehicles under marques like Volkswagen, Audi, SEAT, Skoda and Bugatti. In its newer models, Audi has renamed the DSG as “S-Tronic”. It is doubtlessly more established than the SST; since its series production in 2003, over 1 million of its gearboxes have been sold worldwide. And just last year, it was further developed from a 6-speed using wet clutch packs to a 7-speed using dry clutches. Reliability is certainly not an issue here and the DSG has long been proven for its astounding capabilities.

To really differentiate itself from the DSG, the SST focused more on performance. Thus, you get an additional mode for racing purposes and more driver control when in manual shift.  But frankly, a true purist wouldn’t be a fan of such clutchless gearboxes as all the fun is taken out of the driving. A typical Evo driver would prefer the engaging mechanical feel and the raw power you get out of a classic manual gearbox. So, I conclude that the SST is just a means of access to an Evo for drivers of all abilities. 

Currently, Mitsubishi’s first twin-clutch gearbox, the SST, is only found on the Lancer Evolution X, which I feel is a good fit. It makes perfect sense to place it in the Evo X first, as dual-clutch gearboxes are ideal for performance vehicles and can handle the high torque demand. Though chunkier than the DSG, going fast is very easy and the raw power delivery suits the car.

But ultimately, for a fairer verdict of the SST, I guess it would have to be done in the future after the SST has been fitted to other model types. Meanwhile, the reliability of the SST will remain a question.

 

My F1 Experience

The 2008 Formula One SingTel Singapore Grand Prix is finally over and our daily lives have resumed. Just for those three days, the whole nation had to endure road closures, horrible traffic situations, frustrating detours and crowded trains. Some fled the country for a quick getaway, some watched it on television like any other Olympic coverage, and some 100,000 over people were gathered in the Marina Bay circuit park as part of the whole experience.

 

I guess only those who understand the sport will be able to connect with it on a better level. Otherwise, it might have been hard to enjoy that weekend with the intensive amounts of walking, eardrum-blasting action and exorbitant prices of food and beverages.

 

Privileged me had a most memorable experience as accredited media; although I was there on work basis, I still had an enjoyable yet educational time. I too had to endure the long walking distance from City Hall all the way to the paddock, which was next to the Singapore Flyer. And mind you, there’s no direct route down but lots of twisting through the circuit park. But as I past people who camped along the path leading up to the paddock entrance just to get a glance of the drivers, I was reminded to be grateful.

 

In any case, all that exercise and perspiration was compensated when I found out that the Media Centre was above the Ferrari pit. The best view I could get of the scarlet red Ferraris was from the Media Café, so in between my Haagen-Daz ice creams and club sandwiches, I was busy taking photos of the prancing horses (For all you non-fans, Ferrari’s logo is that of a black stallion). It was also there where I took a video of Felipe Massa’s disastrous pit stop during the race.

 

When I wasn’t in the Media Centre (which resembled a stock exchange centre), I was wandering around the paddock, checking out the different teams’ camps or exploring the pit lane during the pit walkabout. Sometimes I would chance upon some of the drivers; thanks to the hordes of people eagerly following their every move.

 

In between hunting down the drivers in the F1 village, I managed to spot local celebrities Tay Ping Hui, Shaun Chen, Michelle Chia and Eunice Olsen. Michelle Yeoh, rumoured to be romantically linked to John Todt, former Ferrari CEO, was often seen at the Ferrari suite (thus adding to the rumours). Former F1 world champions Mika Häkkinen, Jackie Stewart and Nikki Lada were present too.

 

Within the paddock, there were several Paddock Club suites, where the rich, famous and pseudo famous hung out. I only caught glimpses of the lavish lifestyles they were leading inside as I walked past the partially frosted doors. Some of the suites were impressive; the reception areas of the McLaren and Ferrari suites resembled a museum of their teams! With an individual kitchen next to each suite, you can imagine the kind of dining they had. These VIPs had the best view of the race, being situated right above the pit lane, but I wonder if they were there for the race or the exclusive champagne specially selected for the event.

 

Regardless, the first F1 night race , illuminated with 1,500 2-kilowatt lighting units, was a roaring (pun intended) success. For me, it was a good takeaway; I learnt things like why the timings for Q3 are slower than those in Q2, I got some autographs, but I also got hit in the head by a cameraman’s equipment.

 

Come 2009, let’s hope to see a smoother track, better secured kerbing and an improved circuit design with more overtaking chances. Race elements aside, can we also hope to see more shelters, more screens, more shuttle bus routes and cheaper food and beverages?

 

The F1 will always be such a glamourous event, that some people go simply for the sake of being at THE event. When I was walking out of the circuit park on the last day, I overheard a conversation that went like this:

 

“Champange was good… … So who won the race ah?”

 

“I think it’s the one called Ah-Long-Soh.”

 

“Huh, why Shoe-marker never win again? Thought he’s very fast?”

 

And I thought people thinking that some F1 racers are Singaporeans was bad. 

 

 

 

 

Quotes:

“I volunteered as a track marshal and I did stuff like sweeping the track and moving accident vehicles. The best part was when I got to push Raikkonen’s car when he had an incident at Turn 7 during one of the practice sessions! Despite severe sleep deprivation and sheer exhaustion, it was an invaluable experience I would definitely not trade anything else for.” – Virnice Tan, PSY/3

 

“I was seated at the Pit Grandstand, but one view just wasn’t enough for me so I got up to walk around the circuit park a little. Overall, the fusion of sight, sound, smell and atmosphere of F1 is breathtaking and simply indescribable in words.” – Walter Yeo, BUS/1

 

“With the walkabout pass, I was free to roam and so I did an immense lot of walking, in search of the best spot to watch the race from. Too bad I only found the ideal spot on the last day – at the end of Anderson Bridge. It was where I almost got an F1 souvenir when Barrichello threw his glove towards us after he crashed there. No one got it by the way, it landed into the river instead.” – Walter Ong, CEE/4

 

“It was quite unique seeing the race cars tear down the track, on what usually is limited to just 80km/h, or less.” – Ginny Lin, NIE

 

“I managed to catch the qualifying with my friends from the driveway outside Marina Square Carl’s Jr. It was one of the best places outside of the circuit park where we could get quite a clear view of the race track. The tickets were out of our budgets but that limited (though ear-splitting) experience we got was enough to satisfy our curiosities.” – Heng Weilian, ACC/3

 

“As a Support Paddock marshal, my duties were only required in the day. Thus by nightfall, I was free to watch F1. On one occasion, only a concrete block and debris fencing separated me from carbon fibre, aluminium and a human going at over 200km/h. Being a part of history, in front of front-row seats: Priceless.” - Azhar Jalil, NTU Tribune Sports Desk Editor 07/08 

 

 

The Woman’s Convertible – La Femme Automobil

Let’s face it, the fact remains that women are just better than men at some things. Remembering every word of an argument they had with their partners, multi-tasking, smiling their way out of trouble – the list goes on. There is this one particular thing that every woman can get away with too; that is, can’t help but look good in a convertible.

Convertibles have always reeked of style, flair and appeal. Top down, wind in your hair, sun in your face, looking cool in your shades; the feeling of driving a convertible is exhilarating. Put an attractive woman in the passenger seat and the driver’s status is immediately boosted several notches. Put her in the driver’s seat and you just can’t keep your eyes off her.

One thing remains true though; a woman can get away with any type of convertible, be it a cute-sy Volkswagen Beetle or the sporty Lotus Exige. But put a man in a Peugeot 207CC or the abovementioned Beetle and he may be questioned about his sexuality.

We take a look at a spectrum of five gorgeous convertibles here, each with its own individualistic appeal and catering to the different kinds of female drivers.

 

The Sporty Honda S2000

Akin to a sporty young man in his early 20s who has a passion for speed, the un-Honda-like two-seater is undeniably beautiful and attracts attention from people of all ages. Those who can differentiate their GT-Rs from CT-Rs will appreciate the long-hooded and short-decked beauty for its power and performance, those who only know how to describe cars with “Wows” and “Oohs” will be drawn to its aesthetic traits and those who cannot care less will still look up when the car roars past.

Female S2000 drivers are rare and few, for a whole variety of reasons. Firstly, as befits its performance-oriented demeanor, the 2.2-litre 16-valve DOHC VTEC engine is mated with a six-speed manual transmission. And it is a known fact that females tend to avoid manual gearboxes.

Another significant reason is the absence of practicality. The S2000 puts performance first, and makes few compromises in the name of comfort or functionality. Storage space in the cabin is scant with a pathetic ‘glovebox’ residing somewhere between the seats and only one miserable cupholder. And like most convertibles, it has a ‘shoebox’ trunk. Then again, this is expected of a rear-wheel drive car.

Protection from the elements is provided by a power-operated soft top which comes with a rear glass window pane and requires just 6 seconds to fold or unfold. This is the fastest timing of all the convertibles featured here.

This isn’t the kind of car a typical girl would get, especially not for daily commuting and everyday errands. Not as fuel efficient as the four-cylinder engine would suggest, the ride can get quite stiff and harsh. Also, intrusive engine and exhaust noise levels are evident, except during gentle cruising.

 

For the courageous females who choose to harness the racing blood in them, this is the exact sporty convertible to get. Stylish and thrilling on the open road, its high-revving naturally-aspirated engine gives the race car experience anyone always wanted on the road. Now, I reckon these daredevil she-drivers are not to be trifled with. Don’t say you weren’t warned!

 

Vital Stats

Engine:               2.2-litre 16-valve DOHC VTEC inline-4

Gearbox:            6-speed manual

Max Power:       242 hp @ 7,800rpm

Max Torque:      220 Nm @ 6,800rpm

Top Speed:         281 km/h

0-100km/h:         5.8 sec

Price:                  $136,000 with COE

 

 

The Sexy Alfa Romeo Spider

Desirability – that’s what the Alfa Romeo Spider represents. The stunningly sleek Brera-derived lines and classic Italian interior styling simply oozes with visual appeal. It doesn’t take a genius to guess what kind of guy resembles the Alfa Spider. The flirtatious playboy; oozing of appeal and charisma, is just so irresistibly charming that you cannot take your eyes off him.

Unfortunately, it ends there – The rest of the package can’t quite live up to the initial perceived impression.  Just like how the playboy disappoints you by breaking your heart, the Alfa Spider disappoints with its poor driving performance.

The car shakes over bumps and handling is rather poor. The self-shifting gearbox, which is called SeleSpeed, is un-user-friendly and clumsy to operate. The resulting damage from using the gear lever on prettily manicured nails is an unpardonable sin!

Folding the roof takes quite a long time, just under 30 seconds. Once the hood is down, the car is sure to turn heads wherever it goes. But in the event of a sudden heavy downpour, half a minute is sure to feel like eternity.

The wind rushing past you from top-down driving intensifies the sensation of speed and makes you feel like the car’s going very fast. You know what? That deception is actually a blessing in disguise. Because for such a pretty sight, going too fast wouldn’t be ideal. I’m sure you would want to cruise by at a speed not too fast and not too slow, just enough for others to catch a proper glimpse and admire the car.

To create a usable boot, the engineers at Alfa decided to compromise rear passenger space so as to make room for the hood. Well, so much for that sacrifice; the claimed boot capacity of 253 litres is only just about enough to hold a gym bag and a pair of heels, definitely not one to use in times of mega sales. And what rear passenger space? Probably only shoeboxes of emergency heels can be stored there.

The female Alfa Spider driver is the emotional kind who often lets her heart rule her head. At the price of $182,736 with COE, she can most definitely get faster and more rewarding cars. But if style takes precedence in the list of priorities for a car, then congratulations on finding the perfect car.

Vital Stats
Engine:               2,198cc DOHC inline-4

Gearbox:            6-speed Selespeed transmission

Max Power:       185bhp@ 6,500rpm

Max Torque:      230Nm @ 4,500rpm

0-100kmh:         8.8 sec

Top speed:        222kmh

Price:                 $182,736 with COE

Distributor:        Euro Automobile

 

 

 

 

The pragmatic Volkswagen EOS

The EOS, pronounced as “Eee-Yours” and not as “E-O-S”, is a car that looks classy whether topless or clothed. The first rigid-roof convertible from the German marque reeks of functionality and practicality, just like safe and boring Mummy’s boy. With sufficient space in the back for adults to sit in, this is the convertible that doesn’t restrict your social circle.

This coupe-cabriolet actually has five sections, one of which is an integrated sunroof. So, there are various ways in which the EOS can be driven. It can be driven with the roof up, where it’s still easy to see what’s going on around. Still with the roof up, the coupe can have the electric sunroof fully open or tilted upwards slightly. Lastly, it can be driven with the roof down, cabriolet style.

The EOS holds a generous amount of interior space. As mentioned earlier, it is a very rare thing for cars of this nature to genuinely seat four. Four adults can be driven around in decent comfort without having to complain about leg cramps. Better still, in place of people, this space can hold lots and lots of shopping bags! The boot isn’t the biggest around but it still is sufficient to pack your suitcase and your girlfriends’ for a weekend getaway. Ok when the roof’s raised, maybe just a few extra bags. 

The one major grouse I have of this car is the 25-second time it requires to bring the hard top down. For something not as sexy and admirable as the Alfa Spider, onlookers would be done admiring the car long before the hood is down.

But, the EOS is not all about looks only. Under the bonnet lies the same remarkable turbocharged Golf GTI engine, matched with the excellent dual-clutch DSG direct shift gearbox. It also has paddle shifts mounted on the steering wheel for quick manual shifts. Power and beauty encased into a practical coupe-cabriolet, what more can you ask for?

Vital Stats

Engine:                 1,984cc turbocharged

Gearbox:            6-speed DSG transmission

Max power:       200 hp @ 5,100-6,000 rpm

Max torque:      280 Nm @ 1,800-5,000 rpm

0-100 kmh:        7.8 sec

Top speed:        232 kmh

Price:                 $154,800 with COE

Distributor:        Volkswagen Group Singapore

 

 

The Accomplished BMW 650i Cabriolet

The BMW 650i cabriolet is like a relatively senior gentleman who has established himself substantially in his career and is now living out the financial fruits of his labour. Likewise, an equally, or higher-accomplished woman in her career would want such a symbol of status to represent her achievements at work.

 

While current-generation cabriolets are turning towards the practicalities of a retractable steel roof and providing the pleasures of a coupe-convertible, BMW still chooses to embrace the soft fabric roof which still exudes the same, if not more, charm and charisma.

 

This huge 6-Series open-top is available in two versions – the 630i and the 650i. The range-topping 650i replaces the previous 645Ci; and along with that change, boosts the V8 engine’s capacity from 4.4 to 4.8 litres. Gear shifts are also quicker in the six-speed automatic, thanks to the new torque converter.

 

Maximum power output is now increased to 367hp and maximum torque to 490Nm. With those increase in numbers, 0-100kmh has been reduced to 5.6 seconds. However, I don’t think the ladies would be too concerned with all these technical and numerical thingamajigs. Typical of a woman to go by feel, the intuitive driving of the 650i will appeal more than anything.

 

The lady who sits behind the wheel of this car is probably the independent type who has a strong career and a golf set in the boot. And if I’m not wrong (pardon me if I am), she probably does not often have company in her car, especially not in the back. That’s partly because the 650i is more generous in the front than in the rear.

 

 Sadly, the lack of storage compartments up front fails to complete the perfect luxurious female cabin (rear not included). Things like handphones, purses, tissue packets and makeup pouches would just have to remain in the handbag or on the passenger’s seat.

 

The most powerful of the lot we have here is the BMW 650i Cabriolet. This car may seem too much for a woman to handle, but if handled well, I only have hordes of respect for her.

 

 

Vital Stats

Engine:               4,799cc 32-valve V8

Gearbox:            6-speed automatic transmission

Max power:       367 hp @ 6,300 rpm

Max torque:       490 Nm @ 3,400 rpm

0-100kmh:          5.6 sec

Top speed:         250 kmh

Price:                  $363,800 with COE

Distributor:         Performance Motors

 

 

The Professional Mercedes-Benz CLK 280 Cabriolet

The CLK 280 Cabriolet is the type of car you would like to turn up in when you go for your college reunion to show everyone that you’ve made it.  Put it in another way; the CLK 280 Cabriolet is like a newly-established executive who just secured a strong foothold in his career and you would like to boast about his promising potential to your old-time classmates.

Classy and elegant, this grown-up car is one that likes to be driven. The drive is absolutely beautiful! Sitting in the CLK’s cabin feels like you’re flying first-class; better still, without the check-in delay. As for the instrument controls and dials, it feels like room service – everything you need at the press of a button.

Drivers have no shortage of head or legroom. But that’s not the case for the back. Two adults would fit there but not as comfortably as they would probably prefer. It can get quite windy with the top down too, so hold onto your hair! And I suggest you keep the roof up after your regular visit to the hairdresser’s.

The CLK Cabriolet will not break the bank, but it won’t come cheap either. I mean, quality and the brand itself often do not. That’s why we women are frequent victims of targeted marketing and end up paying huge premiums for our possessions. The CLK also costs a lot to maintain, so make sure that your foresight is accurate and that your ‘yuppie’ will make it big soon!

Mercedes-Benz is known to retain value very highly, thus making it better than the cheaper alternatives available on the market. Yes it may cut into your spa indulgence budget for the next few years, but you will never have looked better. Trust me on this.

You probably always have the most beautiful accessories at the party, so why should your car be any different?  To complete the look, match your nail colour at your next manicure to your Benz!

Vital Stats
Engine:              2,996cc 24V V6

Gearbox:           7-speed automatic

Max power:      231 bhp @ 6,000rpm

Max torque:     300 Nm

0-100kmh:        7.8 sec

Top speed:       250 kmh

Price:                $238,888 with COE

Distributor:       Cycle and Carriage Automotive

 

When Old Boy meets Old Boy Racer

Toyota Corolla Altis 1.8 vs Honda Civic 1.8

 

When you’re getting on in age, with sprouting white hair and a wealthier pot belly, what sort of car would you consider? You would probably want something fuel-efficient, functional, spacious and of minimal maintenance costs. At the same time, it must be able to seat your family and groceries comfortably. Some of the popular Japanese sedans that would come to mind for such a driver profile would be the Toyota Corolla Altis or the Honda Civic.

Toyota family sedans have been known more for its reliability and fuel-efficiency amongst the mass-populated choices. The Toyota Corolla was the most popular Japanese sedan in Singapore for five consecutive years before being replaced by the Mitsubishi Lancer last year. Since its first creation in 1966, it has evolved into its 10^th generation which was launched locally early this year.

On the other hand, Honda family sedans are known more for its engine performance and driving dynamics. Already in its 8^th generation since 1972, the Civic is engineered and styled in a sporty demeanour, liked by both the old-boy racers and their sons. It is this cross-generational appeal that contributes to its success in its class.

 

ON THE OUTSIDE
It is obvious to tell what kind of driver would fit the Altis or the Civic, you can tell simply from the colours that the car is available in. Both come in six colours; the Civic in contemporary, upbeat colours like Red Pearl and Blue Metallic, and the Altis in plain, simplistic colours like Silver Metallic and Beige Metallic.

Design-wise, the Altis is bolder than it needs to be, but still errs on the side of conservative and largely retains its predecessor’s basic styling cues. The Civic has a more futuristic design, a little showy initially, but you’ll grow to admire the thoughtfulness behind it.

 

DRIVING PERFORMANCE
Young drivers are generally put off by the tepid driving that the Altis provides, but this is hardly the case for the Civic. The 1.8-litre SOHC is mated with a 5-speed automatic transmission which has close-ratio lower gears and an overdrive fifth gear which makes high-speed cruising congenial. To satisfy the occasional racer-boy crave, manual select can be operated by the steering-mounted paddle shifts. The advanced i-VTEC engine delivers a maximum power output of 140bhp and maximum torque of 174Nm. Handling is crisp and supported by responsive steering with a good feel for the road.

Driving performance of the Altis is quite predictable. The soft suspension makes the ride somewhat bumpy even on flat tarmac surfaces, and body roll is greater than in the Civic. It may offer similar maximum power and torque as the Civic, but it is not so much the numbers, but the delivery method that matters more. Manual shifting is possible, not with paddle shifts, but by nudging the gear lever in D to the right into sequential mode. The multi-mode transmission is easy to operate and smooth in usage, a good implementation indeed, but a pity the gearbox is still a 4-speed.

The Civic had much stronger feedback from its steering; the electric steering in the Altis gave a less engaging drive due to the loss in connection between driver and road. Then again, electric steering is more fuel-saving and requires minimal effort. I guess it depends on what you look for in a car, the functionality or its driveability. I would say that Altis buyers are more practical-minded and more concerned with where they are going rather than how they are going.

 

FROM THE INSIDE
It doesn’t take very long to get comfortable inside the Altis. Now 10mm longer, 55mm wider and 15mm higher, the extended cabin room in the Altis naturally provided increased space and higher comfort levels. However, the rear seats do suffer some lack of headroom as compared to the outgoing Altis which had plenty. Otherwise the Altis is roomy and spacious, especially with the rear flat floor which middle seat passengers will fully appreciate.

The rest of the interior is depressing though. Quality of the materials is average, with the cheap plastics and fake wood trimmings at the base of the centre console giving a true impression of economy. In spite of that, everything is organised and the controls are laid out well.

Riding on a wider track with a lower suspension, the Civic inevitably loses out in comfort because of its sportier setup. It has a better overall build quality though, with the texture contrasts giving a pleasurable tactile quality. The multitude of buttons gives the dash a busy appearance, but the controls still remain fairly intuitive.

 

ABOUT THE FEATURES
Common features between the Altis and the Civic include audio controls on the steering wheel, side mirror indicators, HID headlamps, Anti-lock Brake System, Electronic Brake Distribution, Brake Assist and airbags only for the front passengers.

The Altis has convenient features that the Civic doesn’t, like rain sensor wipers and 8-way power driver seat. It’s quite a pain to have ratchet-style levers to adjust your seat. You would probably enjoy your music better in the Civic though; it has a 6-CD MP3/WMA in-dash audio module system whereas Altis only has a single-disc-CD MP3 system.

 

SUMMING UP
Toyota has always been a safe choice, safe but boring; boring in all the good ways though. Sometimes when you’ve reached a certain stage in life, boring may not necessarily be a bad thing. Exciting cars are fantastic of course, but some people are satisfied with a boring car which functions exactly the way it should as a family car.

Against the others in its category like the Mazda 3 and Mitsubishi Lancer which offer comparable interior space and amenities, the Corolla Altis remains a competitive choice as a commuter car given its above-average fuel mileage and high overall level of refinement.

However, there’s still a lot to work on in face of the increasing expectations for performance and handling in its class. The latest Altis still does little to engage its driver, and when shopped against the Civic, the economy sedan remains a tough sell.

The Civic fulfills the basic functions and expectations of a family sedan as well as the Altis does. But other than that, it is everything that the Altis isn’t. It has style, performance, power and caters to a wider age group. Now for the 9^th generation…

 

 

Toyota Corolla Altis 1.8

Engine:                                 1,794cc 16v inline-4 DOHC VVT-i

Transmission:    4-speed automatic

Max Power:       134bhp at 6,000rpm

Max Torque:      170Nm at 4,200rpm

0 – 100kmh:        10.8 sec

Top Speed:         185kmh

Price with COE: $63,388

Distributor:         Borneo Motors

 

 

 

Honda Civic 1.8

Engine:                                 1,799cc 16v inline4 SOHC i-VTEC

Transmission:    5-speed automatic

Max Power:       140bhp at 6,300rpm

Max Torque:      174Nm at 4,300rpm

0 – 100kmh:        sec

Top Speed:         kmh

Price with COE: $77,000

Distributor:         Kah Motors

 

1 too little

The 118i is more suited for non-BMW drivers like CHERYL TAY to join the club, instead of existing owners downgrading their rides.

It’s a tough choice between deciding if BMW deserves credit for keeping to its plan of developing a rear-wheel drive compact car, or criticise it for the preordained sacrifices that were made so as to differentiate this entry-level Beemer. With looks that only those with an acquired taste would appreciate, this five-door hatchback is quite hard to swallow on sight.

Powered by the same four-cylinder engine as its open-top sibling 120i, the 118i’s unit is detuned to a maximum power of 136hp and a maximum torque of 180Nm. Judging by these numbers, it means that the 118i produces the same kind of power and torque as the Mazda 3, but for a whole lot more of money. Then again, for just $116,800, this car represents the entry point to BMW ownership.

The 2.0-litre hatch may not exactly be fast, taking 10.1 seconds to reach 100kph from a standstill, but at least it feels fun and as solid as anyone would expect a luxury car to be. The 118i’s four-cylinder unit might be rev-happy and smooth. But its lack of power and torque makes overtaking and lane-changing, especially in traffic-laden situations, quite a chore as power only kicks in beyond 5,000rpm.

Once on the move however, the 118i’s steering imparts enough feedback to encourage the driver to carry enough speed through a set of corners to make the most of the available grunt. It might lack the outright pace in a straight line, but its handling feels more sportscar-like than any other hatch on sale today.

Unlike the 130i, it does not come with the M Sport suspension. Never mind that, the narrower tyres and softer suspension in the 118i makes the ride more engaging than its 6-cylinder sibling.  At higher speeds though, the ride tends to get quite bumpy, reminding you of the car’s short wheelbase.

The interior is largely similar to any current-generation BMW with the same steering wheel, instrument dials and gear lever. It’s in the back where comfort is compromised most by all that rear-wheel drive hardware. The lack of legroom in the back seats is nothing short of torturous for two adults over any sort of distance.  Fortunately, boot space is ample and you can get more space from the 60:40 split-fold seats.

Those planning to use this car primarily as a two-seater however, won’t notice how cramped the rear legroom is. Those looking for a family hatch though would do better to look at something else, like say a Volkswagen Golf GTI that’s quicker or the 1.4 TSI version that’s cheaper but more frugal.

The 118i’s pricing only gets you all the basics – No digital climate control, no LCD navigation screen, no electronic driver seat; but all these have-nots can’t hide its sparkling handling that makes the 118i feel like a proper BMW after all.

 

BMW 118i

We Say: The coupe makes sense. This five-door version? Ok.. but grudgingly.

Rating: 11/20

Price: $116,800 with COE

Performance: 0-100 kph in 10.1 secs, 204kph max speed

Tech: 1995cc, 16V in-line 4, 136bhp, 180Nm, 7.6 l/100km (combined)

 

The Local Formula

September 2008 was THE month everyone has been waiting for; the month where Singapore (yes, the tiny island unmarked on the world map) created history for hosting the first ever Formula One night race.

 

Ever since the official announcement that F1 is coming to town, we have seen a slew of motorsport-related activities occurring as fast as the number of ERP gantries being erected.  Industries of all trades have capitalised on this increased motorsport hype and stretched their extra dollar to bring to the nation whatever they can. We have experienced motoring magazine revamps, anti-drinking campaigns, go-karting in the heartlands, motor shows, race simulator machines, and Formula 1 car displays in every possible corner (can I offer my doorstep as a display platform too?).

 

But I must say the support extended to these events have been surprisingly encouraging. Take for example, an early Sunday morning where throngs of people made their way to an obscure part in the East, only to stand in the scorching heat and watch cars smoking their tyres while going past sideways. Many more who missed the “worm” ended up being turned away (which probably was a better deal eventually) as tickets were completely sold out.

 

You can imagine how excited the locals really were about the pinnacle of motorsport happening right here on the little red dot. Retailers brainstormed for promotions despite the uncertainty that sales might go the other way instead, sponsors (including our Government) lavished loads of dough and the best part, the F1 ticketing system crashed on the day it opened. Typical kiasu-ism.

 

Pre-race and post-race celebration parties were planned throughout the F&B industry, special cocktails were created, and $20,000 cash was part of the grand prize for a certain race queen contest.

 

Nevertheless, the country stood united to receive the entire F1 party; whether it was the guy working at Suntec who rejoiced because he didn’t have to work, or the lady who cursed and swore because of the extended bus journey to her office not located in the affected areas, or the cheapo fella who borrowed his friend’s pass to take photos from one of the office buildings.

 

If you were one of the 95% who managed to get a ticket, congratulations. You paid that much to catch 1,220 (61 laps x 20 cars) glimpses; based on the assumption that each and every driver completed the race and did not crash out. And for those who brought cameras, I hope you got a clear shot without any of that silver fencing in your photos.

 

Give it a thought: Say your favourite driver is Kimi Räikkönen and you were dying for a chance to see him up-close. The 61 (or less) times that you saw him whizz past you was probably less than 5 minutes altogether. And that’s provided you identified the correct helmet (Hint: His is largely red).

 

Then again, I must admit that the live atmosphere is indeed very different and being the archetypal Singaporean, we all just want to be part of this inaugural event. The same rationale behind traffic jams when there’s a traffic accident (drivers slow down to check out the scene and conveniently get the car plate number). Which reminds me, for those who remembered to place their bets for F1, were the odds justified?

 

By the time you’re reading this, the whole circus has already packed up and headed to Japan. This brings me to my next point; that I really fail to comprehend the aftermath that follows. With the country still on a high from the burning rubber and roaring engines, there must be some place for us to release our raging endorphins. But I think the bidding for the construction of the Changi circuit has yet to begin.

 

Despite maxed out budgets and severely overworked staff, I still look forward to upcoming avenues for the local motorsport scene. So while they think up on how to keep the motorsport enthusiasm going, excuse me while I proceed to entertain the Facebook comments on my paddock photos.

 

 

The writer is a recent graduate from the Nanyang Business School whose fate of the local F1 experience initially lay between obtaining an official media pass (with paddock access) or indulging in the comfort of her living room sofa (with Ferrari flags). Either way, she definitely got more than five minutes of Kimi Räikkönen.

 

Fear and Driving

Cheryl Tay tells us how to avoid a schoolbus-old lady flattening fiasco while putting on make-up

 

The psychology of fear is very interesting and pertinent when it comes to the science and art of controlling the huge contraption known as a modern automobile. First of all, let’s establish that human beings were never designed to drive, fly or sail; explaining why things like car, air and sea-sickness exist.

 

I have devised my own scientific index, the C.Tay Scale, to determine what other silly things humans insist on doing despite being contradictory to natural biology laws, theological leanings and your own preferred explanation for human existence.

 

The method’s easy to learn. Simply look at a person’s head during any given activity and see if there’s a helmet. Jerry Seinfeld once said something along the lines of: “Instead of wearing helmets and risking our necks, why don’t we just stop doing whatever it is in the first place?”

 

He does have a point. Nonetheless, humans continue to risk their lives daily in steel deathtraps known as automobiles in order to carry out important, life-saving tasks such as swerving across four lanes to catch a fare, going to the market, and tailgating; things like that.

 

Wait. Before you begin throwing stones at me, Seinfeld, just like me, is a person who understands cars and the passion behind them. He, unlike me, also happens to have one of the largest collections of Porsches in the world.

 

Driving is not natural and neither is flying but we do these things anyway because they challenge, thrill and bring rewards (which must be why Neil Armstrong went to the moon in the first place). Besides, nothing beats NOT having to share the trip to school with a trainload of people, half with idiosyncrasies too obvious to ignore.

 

This brings us to Fear. Fear is that voice in the back of your head saying: “Really you shouldn’t be doing this because you’ll only kill yourself.” Anyone who’s ever driven a vehicle of any sort will know what I am talking about; the first time you did it you were afraid of driving straight into a (school) wall and slaughtering a classroom full of kindergarten kids..

 

OK, at least I was, and I readily admit it (tsk tsk). Fear is an inbuilt response and is actually good for you. Most times it helps to ensure your continued existence on this earth so it’s almost as important as sex (politically correct term: human reproduction) in that respect.

 

But I will be serious here for a single paragraph. A car (or plane or boat) can be a source of endless hours of entertainment for the whole family and a huge convenience in your life. It can also be a superb example of a weapon of mass destruction. Case in point: a

200-car pile-up in the United Arab Emirates earlier this year which left six people dead and many more injured. Seriousness ends.

 

And I am here to tell you how to conquer that Fear: what you must do to reduce that voice in the back of your head from “OMG WE ARE GONNA DIEEE!!” to “Ok, if you really totally absolutely must, wear a seatbelt. And be careful of taxi drivers.”

 

Many of my female friends (and some male ones too) tell me they’re too afraid to drive, if only to avoid accidentally kill someone while putting on their makeup or a schoolbus-old lady flattening fiasco.

 

This is totally understandable.

 

To reduce the Fear to manageable levels, all you have to do is tell yourself things like, “I will NEVER have to take the bus AGAIN, woohoo!” or “Naked women will jump into my convertible, laughing into the backseat, uninvited!”

 

Alright. Maybe not.

 

The key to all this is balance. The already crowded streets don’t need men without fear or those without brains. And we sure as heck don’t need anymore drivers who already make themselves look like idiots without the need for a jester’s suit, bells et al.

 

Also if you haven’t noticed, people who wear ‘No Fear’ t-shirts generally look like idiots as well. Those who do get suckered in by that mantra are unfortunately all dead.

 

So remember: never make Fear your friend. You’ll be better off with Fear as a sort of passenger that you can’t wait to get rid of. And then maybe you’ll stay alive long enough…

 

 

 

Cheryl Tay, our regular motoring columnist has recently graduated from Nanyang Business School, but her love for cars and more cars continue to fuel her passion which keeps her contributing.

For that, I’m grateful to her.

- Sports Ed

 

The Brothers Chivas

We look at what makes that perfect blend of whisky

Chivas Regal –a name that very few people wouldn’t have heard of. This premium Scotch whisky has attained global fame and is easily distinguished by its signature brown and orange colours.  Founded in 1801 by the Chivas Brothers, Chivas Regal is manufactured in the oldest working distillery in Scotland – the Strathisla Distillery.

The Chivas Brothers, James and John, ran their own grocery store business which sold luxury foodstuff such as exotic spices, French brandies and Caribbean rums to affluent customers. Whiskies at that time were harsh and badly matured and, wanting to give their customers a better tipple, they decided to produce a smooth blended whisky.

Chivas Regal’s climb to fame started around the 1920s; a time when the United States was experiencing economic growth and the demand for luxury goods was increasing. The Chivas Brothers began exporting Chivas Regal whisky to the US and gradually, the Chivas brand was recognised as a luxury whisky.

Somewhere in 1949, the Seagrams Group bought Chivas Regal and with expanded distribution channels, made it the “in” drink of the 1950s era. Following this success, the Chivas Brothers could at last afford to own the Strathisla Distillery.

Chivas Regal whiskies are available in four blends – 12 Year Old, Gold Signature 18 Year Old, Royal Salute and the latest, 25 Year Old.

The newest member of the Regal family is the 25 Year Old blend, launched in 2007 at the New York Public Library. This location holds great significance for the Chivas 25, as the first Chivas Regal blend (which was a 25-year-old Scotch) was shipped from Aberdeen to New York back in 1909. Exclusively available in limited quantities, each individually-numbered bottle contains a unique blend of apricot and peach notes.

Chivas Regal has come a long way since the Chivas Brothers decided to experiment with whiskies. Having been acquired by Pernod Richard in 2000 when Seagrams went bust, the brand has been consistently doing well with sales at an all-time high of four million 9-litre cases last year.

*Still, it is not cool to drink and drive so remember to leave the car at home.

 

Notes:

Chivas Regal 12 Year Old
The 12 Year Old is the flagship whisky and the most commonly found. Easy to appreciate, it has a prominent smoothness and a sweetened fruity taste. The radiant warm amber whisky gives off a fragrant concoction of herbs, heather, honey and orchard fruits. Creamy on the palate, it tastes strongly of honey and apples, with hints of vanilla, hazelnut and butterscotch; leaving a lingering finish on the tongue.

Chivas Regal Gold Signature 18 Year Old
Created in 1997, the Gold Signature 18 Year Old is of a dark amber colour which holds aromas of dried fruits, spice and toffee. The Chivas 18 has a citrusy, dark chocolate taste, finishing with sherry notes and a rather intense aftertaste.

The words “GOLD SIGNATURE” on the front label of each Chivas 18 bottle refers to the distinctive composition of the blend. To ensure excellence and superiority, every cask of malt and grain whisky that goes into the blend is chosen by Chivas Brothers’ Master Blender Colin Scott himself. Hence, his signature is featured on every bottle to represent his personal pride in the blend.Royal Salute
The Royal Salute is a very rare blend of whiskies aged 21 years. In 2003, the 50 Year Old Royal Salute was released to commemorate the 50^th anniversary of Queen Elizabeth II’s coronation. Other variants include the Royal Salute 100 Cask Selection and the Royal Salute 38 Year Old.

 

New Balance

The 2.4-litre Honda Accord is CHERYL TAY’s pick of the range

It’s never easy being the middle child as the biggest and smallest siblings tend to get all the attention. Yet, when properly nurtured, this position can bring out the best in a child as he or she will be motivated to try just that bit harder to be noticed. Similarly, the mid-range 2.4-litre Honda Accord has turned out to be the most well-rounded in terms of features, performance, fuel economy and weight balance.

Step inside and you’re immediate aware of how big the latest Accord really is. Total interior volume has increased by 93 litres to 3,400 litres. Also, total interior passenger space has increased by 38mm and rear leg room increased 11mm to 955 mm. Front passenger seats are now further apart too and goes a long way to give both front and rear passengers equal seating comfort. Boot space however, has suffered a little with just 400 litres to spare, which is conservative for this segment.

The messy display of buttons on the centre console also takes some getting used to but fortunately, there were a few convenient features that go some way to make up for this. For example, when the gear is set to Park, the doors will automatically unlock.  Similarly, when Drive is engaged, the doors will automatically lock. Also, unusually for a Japanese car, the steering wheel adjusts for both tilt and reach.

The Accord’s 2.4-litre i-VTEC unit produces 180bhp at a silky smooth 6,500rpm while its 222Nm of torque at 4,300rpm makes for effortless progress. The five-speed automatic gearbox is responsive and makes the stop-start rush hour drive a breeze. Ignore however, the classic initial transmission lag, especially when using the paddle shifters, and everything else is perfect. Noise and vibration levels are virtually non-existent, and definitely better than some of its class rivals.

Ride quality is doubtlessly better than the previous model, with its comfort-based suspension likely to pamper all aboard. Not quite a sports sedan, the Accord 2.4 is fun and easy to drive, and makes a good everyday family car.

Honda Accord 2.4 (A)

We Say: Smooth and refined, yet packing enough grunt for decent performance, the Accord 2.4 is arguably the most accomplished model of the range.

Rating:  10/20

Price: $106,800 with COE

Performance: 0-100 kph in 10.6 secs, 220kph max speed, 8.92l/100km

Tech: 2354cc, DOHC i-VTEC 16V in-line 4, 180bhp, 222Nm, 204g/km CO₂

 

Small ‘n’ Comfortable

The Business Times, Weekend Edition, July 26-27 2008

Small, fuel-efficient cars are making a comeback.  And the Chevrolet Aveo 5 is one of them.

 

Part of a new generation of inexpensive compacts, this Daewoo-derived hatchback sacrifices little in terms of features or comfort.

 

Like its sedan equivalent, it has been given a major facelift and now sports a large horizontally split radiator grille and curved clear-glass headlights, plus silver vents on the side fenders for a more assertive look.

 

Inside, the outgoing model’s shoddy interior has been replaced with a classier cabin and the driving position has been improved.

 

Growing 40mm in length and 10mm in height has created a taller profile. It may not be the most aesthetically pleasing side view you’ll see, but it certainly pays dividends in terms of head and leg room. Four full-sized adults can ride comfortably, with 220 litres of boot space.

 

Under the bonnet, the Aveo 5 engine remains relatively untouched. More suited for a conservative driving style, the 1.4-litre engine delivers the same maximum power of 94bhp and maximum torque of 130 Newton-metres.

 

With a five-speed manual gearbox, the Aveo5 takes about 1.5 seconds less than the four-speed automatic to reach 100kmh from rest.

 

But despite this, automatic transmission is the preferred choice because the manual box has floppy gearshifts and overly wide spacing, though handling improves at higher revs and gear changes become smoother. Sound-proofing enhancements have reduced engine noise considerably.

 

Aimed at younger customers with its bright colour choices, and the budget-minded with its competitive pricing, the Aveo 5 is a credible budget car.

 

With its good fuel economy, cargo-carrying versatility and sportier exterior, it may even be able to take on the more expensive Japanese competition in these penny-pinching times.

 

 

 

Chevrolet Aveo5 1.4

Engine                1,399cc

Gearbox              5-speed manual / 4-speed automatic transmission

Max Power         94 hp @ 6,200rpm

Max Torque       130 Nm @ 3,400rpm

0-100kmh            12.3 secs/ 13.7 secs

Top Speed          178 kmh/ 165 kmh

Price with COE   $50,688 (M) / $53,688 (A)

Dealers              Starsauto, tel: 6472-2233

                           Alpine Motors, tel: 6469-9998

 

Meet the King

This is one of those rare occasions when our palates can be given the royal treatment

With over 300 years of history and expertise in cognac making, the Rémy Martin family has clearly perfected the art with its top-of-the-line offering, the Louis XIII de Rémy Martin. Introduced in 1874 at a time when other producers were concentrating on young cognacs, the Louis XIII is the world’s first ultra-premium spirit.

Distilled from exclusive Grande Champagne grapes in the Cognac region, each bottle is a blend of 1,200 of the finest eaux-de-vie. This differentiates it from the Fine Champagne cognacs which are blends of several crus. Aged from a period of between 40 to 100 years in specially crafted rare oak barrels called tiercons, the Louis XIII is overseen by three generations of cellar masters.

The packaging of the Louis XIII shares almost as much history as the cognac itself. Emile Rémy Martin was inspired by an old bottle that he found on a Jarnac battlefield. Ever since, the carafe has evolved into its distinguished shape and manufactured by Baccarat since 1936. Housed in a Baroque-style handblown crystal decanter, the glass bottle itself can be sold for about US$100. A solid gold collar encases the neck of the bottle and is festooned by a signature fleur-de-lys crystal stopper.

The Baroque-style glass and design were probably what gave the Louis XIII its name: a French king who ruled during the Baroque era had the same appellation. Then again, the Rémy Martin family had close connections with King Louis XIII, so that could be another explanation for the cognac’s name.

The deep golden amber coloured Louis XIII carries aromas of delicate flowers, rich fruits and intense spices. At first whiff you get narcissus, jasmine, very old tawny port, cigar box scent, curry, saffron, nutmeg and passion fruit. Smell it again and your nostrils pick up violet, iris, litchi, pineapple, eucalyptus and sandalwood.

Available in 70cl. carafes at the Duty-Free Store for S$1,959, the Louis XIII is usually served neat, but can be enjoyed mixed with soda, green tea or soft drinks like Sprite and Coke. Interestingly, Rélochmy Martin does not release the number of Louis XIII bottles produced per year. It has traditionally been kept a company secret.

With such high prestige, the drink is naturally catered to the upper class. However, over the past decade, this particular cognac has been inadvertently promoted by hip-hop artistes, thus shifting the popularity of the drink from the elite towards popular culture.

 *Pop culture or not, it also doesn’t go well with driving, so remember to leave the car at home

 

Amazingly 4-tifying

The Audi Driving Experience was the ideal opportunity for CHERYL TAY to see what the all-new A4 was capable of.

The Audi Driving Experience was the backdrop for the local debut of the all-new A4 where an exclusive customer test drive programme was held over a four-week period.

Over 1,500 Audi customers, potential buyers and members of the public were invited to the temporary handling course at Changi Exhibition Centre to test drive Ingolstadt’s latest sedan. Besides the range of petrol-powered A4s, the Turbodiesel Direct Injection (TDI) variant was brought in and proved to be a promising preview of diesel Audis that can be expected in the near future.

From May 18 to 27, the Audi Driving Experience, was designed to replicate exigent situations that occur on the roads and desmonstrate how to overcome these challenges. Using two engine variants of the new Audi A4, the 1.8 TFSI and 3.2 FSI Quattro (manual), the programme covered critical safety techniques and exercises such as defensive driving maneuvers and emergency braking situations. On hand were professional Audi instructors – some of whom are former professional rally drivers – to show participants the finer points of car control while also demonstrating the capabilities of what the A4 can do – a small price to pay for just $250 per person for a half-day course.

Established in 1981, the Audi Driving Experience is meant to communicate the collective knowledge that the German carmaker has gained from over 70 years of success in motorsport.

Pertinently bringing out the features of the sleek Audi A4, this course also reinstates Audi’s philosophy of imparting to drivers the awareness and competencies of safely maximising automotive technology, yet still be able to enjoy the full excitement of driving.

The extreme handling situations allowed the instructors to demonstrate and the participants to experience first hand at least two of the A4’s unique features.

Audi Drive Select varies the engine, automatic transmission and suspension damping characteristics to suit the driver’s preferences. The Audi Drive Select system can be set to “Comfort”, “Medium” or “Sporty” mode, all at just the touch of a button. Standard in the 3.2 FSI Quattro is the Navigation system, and through the MMI operating system offers one additional mode in which the driver can create an individual preferred profile.

Audi Dynamic Steering varies its ratio according to the car’s speed and keeps the new A4 stable even at the handling limits by slight, almost instantaneous changes to the steering angle. The damping control system for the hydraulic shock absorbers varies the damping characteristics individually, to combine sporty driving enjoyment with maximum road safety.

 

French Clio-patra

The Clio III makes a fashionably late local debut. CHERYL TAY finds out if it was worth the wait

The third-generation of the Renault Clio is finally here in Singapore, after being launched three years ago by the French carmaker. And a cute little thing it is, with its quirky style and design.

Unlike the Mazda2 which shrank in size and weight, this five-door mini here has actually grown in size and weight. The extra mass however, translate to a roomier and more spacious interior than other hatchbacks in its class that includes the aforementioned Mazda. Besides being able to seat five adults comfortably, it can also seat people as tall as 1.88m.

The Clio III is mated with a four-speed automatic transmission that offers a manual override facility via the gear lever or with a pair of column-mounted paddle shifters. Everything sounds perfectly fine until you see how the paddle shifters actually look like.

Just like the rest of the plasticky interior, these oddly-positioned shifters nevertheless can help you to deliver the stated maximum power output of 111 bhp at 6,000rpm and maximum torque of 151Nm at 4,250rpm, from the 1.6-litre engine that gets a tad noisy when at higher revs.

Small is often misinterpreted as weak, but the Clio III is a strong little car that scores a maximum five-star Euro NCAP crash safety rating, it really is more solid than its Japanese counterparts. With six airbags, three-point safety belts and an anti-intrusion device as standard equipment, this compact hatch is truly a security pack.

Yes, one of the best things about this Clio is the high level of standard equipment which includes automatic headlights, rain sensors and cruise control which has a speed limiter function. As with the previous Clio, the audio system can also be controlled with your fingertips. The new Clio might be impressively equipped, but it also comes with a price tag of $63,000 with COE.

Do not be misled by the name “Clio Sport” embroidered across its headrests though. This Clio is not to be confused with the high performance 2.0-litre version which gives 197bhp of power, and is only expected sometime later.

 

Renault Clio 1.6 (A)

We say: The Clio may not be as nippy as the previous model, but has gained a welcome dose of space and refinement.

Rating: 13/20

Price: $63,000 with COE

Performance: 0-100 kph in 12.2 secs, 186kph max speed, 7.5l/100km

Tech: 1,598cc, 16-valve, inline-4, 111bhp, 151Nm

 

 

MINI in name, Huge in Thrill

Story & pictures by Cheryl Tay

Global warming is one of the increasingly worrying environmental problems in our lives today. With hotter temperatures and higher humidity levels, the heatwaves are hitting us with more intensity than ever

The latest heatwave to hit our local shores is of no health hazard though, unless you count the adrenalin rush that pumps up the racing blood in you even harder.

I’m referring to the MINI Heatwave 2008, a series of activities that commands attention and showcases the various aspects of the entire MINI product range, from cars to merchandise.

Regardless of how good a product truly is, the best way to demonstrate its capabilities is to actually experience it for yourself. Therefore, the MINI Drive Experience is included as part of the campaign to allow participants to try the cars in a more stimulating way, rather than just take it for a test drive round the showroom’s vicinity.

Positive response from last year brought the MINI Drive Experience back for a second time. Held at the Marina Bay Golf Course car park, the circuit was specially designed by Ringo Chong, respected local race driver and certified BMW Group Driver Trainer. His wealth of knowledge about local driving conditions as well as the intended racing elements are essential in designing a circuit that brings out and emphasizes the features of the cars.

The MINI Heatwave was extended to the media, MINI owners and prospects, and the general public. Four models – MINI Cooper, MINI Cooper S, MINI Cooper Clubman and MINI Cooper S Clubman – were chosen to represent the different engine variants.

 

A short briefing was conducted by Ringo Chong himself before each participant was allowed four practice runs on the circuit, once on each car. The route was simply just two laps of the circuit, and at the end of our demo laps, a time trial was conducted. And the one with the fastest timing wins.

 

 

 

The Circuit

 

 

Short Straight
This is the stretch where the cars will be at their highest speeds. This allows drivers to floor the accelerator and feel the full power of the turbocharged engine. The Anti-locking Brake System (ABS) is also tested to help the driver maintain steering control while braking.

90-degree Left-Handers / Roundabout
This is where the suspension’s roll control comes into play. The Dynamic Stability Control’s intervention was demonstrated to show driver support at relatively fast speeds.

S-Corners

The series of bends gave participants the feel of the steering accuracy and response of the car through the winding turns.

 

The Cars

Between the four cars, the Clubmans – with the longer wheelbase and heavier weight – has a less responsive steering when compared to the Coopers. The additional amount of understeer meant having to approach the corners and the roundabout at slower speeds.

 
The S variants were the most enjoyable on the circuit though, simply because of the higher power which made the track easier to conquer. My personal favourite? The Cooper S, which impressed me with its quick acceleration and how nimble it was around corners.

 

The event was also an excellent opportunity for participants to drive the MINI like they probably will never do. Current owners learnt how much more their rides can actually do, while prospective buyers were introduced to what the cars are actually capable of.
 
MINI’s Heatwave 2008 is essentially a practical driving experience that’s useful for familiarizing oneself with the car’s mechanics under extreme conditions. And within that short stipulated time, you’ll be amazed at the amount of awareness you can gain about the cars.

 

Independent from the MINI Driving Experience held in the UK, this localized event is a one-off event held as part of MINI’s consumer activities. Plans to bring it back for the third time are in the pipeline, but nothing’s firmed up yet. Well, we hope it can be brought back as a regular annual event!

 

 

5 for Value

 

5 for value Story by Cheryl Tay, pictures by Azfar Hashim Lately, compact and fuel-efficient cars are gaining popularity due to the never-ending increase in fuel prices and the constant changes in consumer tastes - and the Chevrolet Aveo5 is an example of this bracket of inexpensive cars that compromises little, in terms of features or convenience

Throughout the series of updates, the little compact Aveo has slowly transformed into a better vehicle by addressing appearance, performance, quality and features. As a result, the Aveo range offers a high-value combination of fresh styling and features not expected in this segment.

Manufactured in Korea by the now defunct Daewoo, the newly launched Aveo5 is a fuss-free car that fulfils your basic transportation needs. Back with an extensive facelift, the car’s chief virtues of affordability and inexpensive maintenance still remains.

A facelift is a marketing tactic carmakers use so as to retain consumer interest and appeal of the car. Usually, a facelift is merely an exterior refresh with basic cosmetic modifications – but in the case of the Aveo5’s, the revamp can be considered major. So much so that it can be launched as a new model even.

 

Sprucing up

With the Japanese compact hatchbacks undergoing revamps and redesigns, the Aveo5’s facelift couldn’t have come any timelier.

Attending the compact party fully dressed to impress, it boasts classy, chrome-trimmed exterior bits which gives the exterior an overall handsome appearance.  Besides the large horizontally-split radiator grille and curved one-piece headlights on its slightly blunted nose upfront, it also gets new tail light cluster, a roof-mounted rear spoiler and a redesigned rear bumper. Air vents, obviously for aesthetic purposes only, have also been added on the side fenders.

So as you can see, the Aveo5 still has that funky spunk in it, but only this time, it is sportier and somewhat more aggressive.

More assertive than the outgoing model, the new Aveo5 gets a much swankier interior now. Despite its small exterior dimensions, the cabin seems to have an open feel to it. For example, the high seating position and broad windshield, coupled with that big rear window and short backseat headrests maximizes overall visibility for the driver. And the logically-placed controls add on to this driving position, which feels much more improved.

The Aveo5 has grown some 40mm in length and 10mm in height, which creates a taller form for itself. Although it doesn’t help the car look any better, this taller profile indeed improves overall passenger and cargo space. Four full-sized adults can be accommodated comfortably with that additional head and leg room.

The 220-litres worth of boot space can sufficiently hold all your cargo, and the 60/40 split-folding rear seats further increases the Aveo5’s storage space.

 

Driving it

Pop the bonnet and you’ll notice that the Aveo5’s engine is pretty much the same as before. Definitely not for the enthusiast or the purist, considering the conservative 1.4-litre engine that churns out only a maximum power of 94bhp at 6,200rpm and a maximum torque of 130Nm at 3,400rpm. It pulls around town well enough, but ultimately, shows its limitations on the expressway.

The 5-speed manual, which we test drove here, is said to take 12.3 seconds to reach from nought to 100km/h – which is just one and a half seconds faster than its 4-speed automatic equivalent. We’ll usually take a manual transmission over an automatic one so as to fully exploit the acceleration, but unfortunately in this case, we’d have to opine that the automatic would have been the better option – the manual transmission (somewhat) suffers from floppy gearshifts and gear spacing that are just too wide apart.

The steering wheel feels feather-ly light at low-speeds and this comes in very useful for all those parking manoeuvres. But at expressway speeds, it turns out to be rather unresponsive and offers little weight, particularly requiring some effort and attention – you feel little through the steering wheel.  

One piece of good news is how docile the Aveo5 is despite the higher centre of gravity – it barely impinges on its tidy handling. Although it loses grip earlier than expected (blame the city-friendly tyres), you can still throw it around bends at quite a pace without having to say goodbye to the road…You can just feel that taut chassis somewhere trying very hard to impress you.

A common complaint with the previous model was the engine noise. The engineers over at GM obviously understood this little hiccup, and improved it this time around – sound-proofing enhancements were made to address this issue, and now, engine and road noise have reduced significantly.  

Safety

The standard features are pretty decent for this car at this price point, even by the modest standards of the compact class. So, if you’re looking for stability-control systems and curtain airbags as standard features, you’ll unfortunately have to look elsewhere and at the same time, also stretch your budget.

Anti-lock brakes, together with dual-stage driver’s airbag come standard for the Aveo5. And for added safety, over 40% of the Aveo5’s cabin consists of high-strength steel. The B-pillar, in particular, has been strengthened three times more than its predecessor for maximum protection to keep occupants safe in case of a side-impact crash.

In a nutshell

The Aveo5 has a decent engine, good road manners, a cleverly designed interior full of functional equipment and a refreshing exterior. It’s not the sexiest looker nor is it the strongest straight-line performer, but what it does provide is good value for money.

Available at $49,188 for the manual and $52,188 for the automatic, it poses a rather big threat to its Japanese competitors - especially with its respectable fuel economy ratings, cargo-carrying versatility and new exterior. The conservative driving, compact size, attractive colour choices, as well as the competitive pricing, inevitably makes this very appropriate as a first car.

Well, if it doesn’t grab the attention of young drivers on a budget, we don’t know what else will.

 

A Worthwhile Wait?

Story by Cheryl Tay, pictures by Azfar Hashim The third generation of the supermini from French carmaker, Renault, has finally reached our shores. So, was this car worth all that wait?

 

For whatever reasons the car was delayed, the supermini from French manufacturer Renault is finally here in Singapore. After an extensive wait since its launch in 2005, the Clio is now into its third generation - developed bigger and safer than before.

Drivers these days are demanding for more interior space and safety, which at the same time, resulted to demand for better overall performance - hence the need for a stronger chassis and an increase in weight for support.

This five-door mini has grown considerably in an attempt to meet that particular demand – at almost four metres long with an additional 130 kilos – which, on a good note, is differentiating itself from its fellow mini counterparts.

Outgrowing

Whilst others like the Mazda2 have revamped but made itself into something smaller in size, the Clio has almost outgrown this class with its overall increased space and weight. Being able to seat five adults comfortably certainly exceeds cars in its class – it can even seat people as tall as 1.9m! This may not be relevant to the Asian market, but hey, space is still a factor that many look out for.

The Clio may have grown bigger, but it still retains the cutesy factor – what with its individualistic styling and unique design, it’s hard not to be fond of the supersized little one. In fact, it captured much of my fellow ladies’ attention when out on the roads!

Though not a car that racing enthusiasts would probably consider, the Clio should still appeal to another segment which appreciates space and stability – gladly, the Clio’s enlarged cabin diminishes the previous claustrophobia associated with the outgoing model. Build quality is as good as the Megane, but still isn’t enough to warrant any loss of sleep from rivals. Unfortunately, the plastic-ky feel just didn’t cut it for me as it somehow cheapened the car’s status.

But then again, the design and controls within the cabin are detailed by today’s standards, contributing to an overall solid feel. Although the driving position is much better compared to the Clio II, the steering column can still be improved for better reach.

Driving it

Sharing a platform jointly developed with Nissan, this cute little thing comes with a four-speed automatic transmission which can be manually shifted with the gear lever, or a pair of column-mounted paddle shifters. The paddle shifters are quite a sight to bear though, positioned awkwardly in its plastic-ish form. Sorry to say this Renault, but even with those paddle shifters, it unfortunately still remains less rewarding to drive than a conventional manual transmission.

 

The automatic is said to deliver a maximum power output of 111bhp at 6,000rpm, and a maximum torque of 151Nm at 4,250rpm. Using the same 1.6-litre engine as elder family member, the Megane (which tends to get noisy at higher revs), the century sprint is done in 12.2 seconds.

Despite being small, and often (wrongly) misinterpreted as weak, the Clio III does not compromise on stability. It holds steady at high speeds and throughout corners with rather minimal body roll. This could all be due to its strong emphasis on safety, which should explain the effect of weight catching up on the car at much higher speeds.

Although the sharp handling characteristics make the car even more fun to drive, the obvious lag between gear shifts – especially in full auto mode – can be quite a damper at times. Nevertheless, the ride is a fairly enjoyable one with its responsive steering and suspension set-up, which justly maximizes the power it’s capable of delivering.

 

 

Equipment

Emblazoned across the headrests are the words “Clio Sport” – but please, don’t let yourself be misled by this. Other than a five-piece body kit available as an option and the paddle shifters, there’s nothing else sporty about the car. Part of a branding exercise, the Clio III is branded locally with a “Sport” moniker for now.

But on another note, the real McCoy “Sport” variant (more commonly associated with the much potent 2.0-litre brethren that churns out 172bhp of power) is only expected sometime later. Much later in fact.

The eighth model in the Renault range to gain the maximum five-star Euro NCAP crash safety rating, this compact hatch comes with Electronic Stability Program (ESP), Anti-lock Braking System (ABS), six airbags, ISOFIX child seat mounts (front and back), three-point safety belts, anti-drill door locks, cruise control with speed limiter and anti-intrusion device as standard safety equipment.

Besides the safety features above, there are also automatic headlights, rain sensors, reverse sensors, electrically-operated and heated door mirrors, and an audio system that can be controlled at your fingertips…including the odd paddle shifters.

All these bring me to this point – one of the best things about the Clio is the high level of standard equipment that it comes with.

In a nutshell

For obvious reasons, the price tag wouldn’t be as competitive as its counterparts in the small / mid-sized car market, which is increasingly offering more for less. Well, for that amount of standard equipment, a starting price of $63,000 (with COE) seems rather reasonable. Buyers who place a high regard on safety, and at the same time is attracted to quirky styling should love the Clio III.

After all, you get what you pay for.

 

 

 

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.