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Experiencing the ‘86’ lineage at SMMT

Text by Hussain Rashid, images by Hussain Rashid and SMMT

Our UK correspondent, Hussain Rashid, joins his maiden SMMT event and here’s what he had to say after driving the Toyota AE 86 and the contemporary GT 86…

The Toyota GT 86 is the most recent in a long and popular line of Toyota sports cars. At the Millbrook testing grounds we were given the special chance to drive it alongside its forefather, a now legendary car whose name it carries, the Toyota Corolla AE 86. This provided the chance to understand the enduring magic of the Corolla which helped inspire the launch of the long overdue ‘86’ brand of pure bred Toyota sports cars in 2012.

The Toyota’s history has humble beginnings. The AE 86 began production in 1983 and was initially launched as a reliable and inexpensive coupe produced for worldwide distribution. The AE 86’s cult-status is closely connected to the rise of the beloved Japanese racing-driver Keiichi Tsuchiya. Over his career Keiichi worked his way up the motorsport ladder from amateur local road races all the way to the heights of Le Mans, with his car of choice for his early domestic career being the AE 86 bought for him as a teenager by his father. The lightweight rear wheel drive AE 86 was well suited to being slid through the steep winding roads of his home town where he honed his skills, which were then directly transferred to Japanese downhill course competitions. The ability to drift and balance the car through low grip corners would allow him to carry more corner speed than his competitors and thus win races and championships. The sight of perfectly controlled four-wheel drifts and smoking tyres quickly endeared the modified Corolla sports car and its owner throughout Japan and far beyond.

So there I stood in front of a rare unmodified Corolla AE 86 on a crisp British spring morning at the Society of Motor Manufacturer and Traders (SMMT) open test event. Next to a lipstick red GT86, with a throng of motoring journalists fawning over it, the AE 86 looked almost bland. It has a real ‘old school’ look designed at a time when straight lines were preferred to curves. Even its raw specifications are understated with 123 BHP from a 1.6L engine and a 0-60mph of 8.7 seconds. But as I was about to be reminded both Toyota’s are about more than the numbers. Without further hesitation I set off for my very first lap of the Millbrook hill course, a twisty narrow strip of asphalt bordered by Armco barriers set in the British countryside. The course can only be described as a British Nurburgring as it was built to test cars over steep elevation change, varying radii corners and even a jump or two.

I set off tentatively, almost expecting a tail happy car and preparing for the struggle of driving without the luxury of power steering. However, like a well-worn pair of boots the steering was tough yet comfortably loose and altogether very manageable. It takes some acclimatisation but the feel through the wheel is analogue steering at its best – non adulterated and direct. The first few bends I took at a comfortable pace, ready for the rear end to move on me but the car was light, easy to steer and stuck to my lines with a perfect balance. At higher speeds and on winding roads, the car almost wanted to be driven like a go-kart, being ‘chucked’ into the corners and being allowed to shake off any rust. Although I must admit I for once felt no real urge to drive this rare specimen to its limits.

Of course anyone who has been lucky enough to drive or be a passenger in this car will attest to the cars defining feature – the sound it makes. Toyota equipped the twin-cam engine with T-VIS or Toyota Variable Induction System. The theory is simple but effective. At low to mid revs the engines air intake is partially closed and narrow, which maintains a high air speed to the engine and allows for maximised torque at low revs. However when the engine is pushed past a 4500 RPM threshold a valve opens increasing the diameter of the inlet, reducing resistance, increasing air-flow and allowing maximum torque delivery all the way up to the 7000 RPM redline. In real terms, what this results in an engine note can only be described as buzzy at low revs, and borderline deafening at high revs. This fantastic torque delivery makes the car feel direct and alive and it is a joy to heel and toe the car as it gives off satisfying grunts of sound with throttle blips whilst you shift through the gears.

Of course the drive came to an end too soon and fresh out the AE86 I was ready to explore the GT86. The attention to detail is impressive. The beautiful ’86’ logo of course is a nod to the AE86 of the past, a car whose pure driving experience Toyota were keen to emulate. Toyota have also rather cheekily made it a practical name too as it also signifies the engine’s 86mm x 86mm bore and stroke as well as the 86mm diameter of the exhaust. The steering wheel is free of any buttons or confusing shortcuts to car hi-fi systems. The car is of course more powerful and grippy than its relative – but not excessively so. The car has a relatively modest 0-60mph of 7.6 seconds from a 4-cylinder 198BHP engine, which has been given a shorter stroke to allow the engine to rev higher and gives a driver plenty more noise and thrust at road legal speeds.

Setting off again onto the testing track I was immediately reassured by the handling. The same perfect balance is there but the steering is extremely direct and the car obeys your inputs with surgical precision. I immediately felt I could push the car hard and within a lap I was able to lean on the car through the corners at speeds I would be alarmed to do in the AE 86. Closer to the limit the car constantly updates you with its grip levels and warns you if you ask too much from it, the front end was occasionally skittish and jumpy through tighter turns whilst looking for grip. It’s a car that seemed impressed by my very modest attempts to drive it fast and I felt like I was making the car work, which gave me huge satisfaction. Unlike some high-performance cars that sneer at your most devilish turn-ins and handle with ease, the GT86 is playful and satisfying to drive. It’s the perfect car for a Sunday drive through winding roads and of the 15 performance cars I drove on the day it was the only car that made me want to do a third lap around the circuit, pushing a little harder and being rewarded with more performance every single corner.

So with sadness I had to bring the car back and reflect on the two cars, and indeed the two eras they were born in. There’s no doubt that the technological jumps made over the past twenty years have distilled the pure driving experience for drivers who love to feel like they are an important part of the cars mechanism and revel in the raw sounds and eccentricities of older cars. The GT86 sounds like it drives, it’s fantastic, thrilling but not unusually so. By comparison the AE 86 sounds amazing, primal and unlike anything that is produced in a 126 BHP car today. The noise is of course the sound of inefficiency. The engineers at Toyota have re-stabled the loose horses back into the engine in the 28 years since production. However whatever terribly inefficient engineering was involved in its design, it produced something that put the biggest smile on my face.

A big thanks to the SMMT for organising this fantastic event and everyone associated with Toyota

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Staff fleet update: Porsche 991 GT3

By Ken Ng

FROM KUALA LUMPUR, MALAYSIA

There are tons of GT3 reviews on the Internet. Enter “991 GT3” into your search engine and you would find a host of articles done by popular publishers. YouTube has videos that demonstrate how good the GT3 is and how it is able to compete with supercars like the McLaren 650S and the Ferrari 458 for half the price.

So in this article, I will not debate on the desirability of the stick and will not explain how the rear wheel steering is so good. Tons of other reviews have done justice to that. This will be a slightly different test than the rest. Read on to find out why.

Turbo or go home

I am a fan of turbocharged engines. I’m not against naturally aspirated engines in any way, but I prefer the attitude and character of modern turbos. I like the low end torque it provides and I like the boost which makes you feel like your spine is about to break everytime you floor the accelerator. I have possibly been spoilt by having the opportunity to drive possibly two of the best turbocharged cars in the world – the McLaren 12C and the Nissan GTR.

Love ‘em or not

I had my fair share of Porsches; a 996 C4S, a 997 C2S and a 991 C2S but I have never really grown to love them. To me, they were just methodological machines. So my first test drive in the 991 GT3 at the infamous Sepang International Circuit left me without smiles at the end of 3 laps. Was it just like the rest?

Let’s try again

We do know that 3 laps is never enough. And a 991 C2S as a pace car did slightly compromise me in trying to get the most of the GT3. So I did my 2^nd attempt at driving the new GT3.

My 2^nd visit to Sepang International Circuit with the GT3 made me fell in love with the car even more. I have to admit that one reason why I was left disappointed in my first visit at the track was partly because I was biased. Those of you familiar with the track know that there are two long straights and this did not do the car justice. Having driven multiple turbo charged cars here, I was left with the impression that the GT3 was underpowered.

I couldn’t be more wrong – I was tricked by the torque delivery of turbo cars. This time around, I attached a transponder to my car to track my lap times. It may be of no surprise to all of you out there, but I was utterly shocked when I saw that I clocked a blistering fast time – faster than the GTR, the 12C, and even the 430 Scuderia. The car was stable around corners – both the fast sweeping corners and slow sharp chicanes – that I went quicker without noticing.

“… I was utterly shocked when I saw that I clocked a blistering fast time – faster than the GTR, the 12C, and even the 430 Scuderia”

Let’s return to the sound for a minute. I initially thought it was too tame for a GT3. And once again I was proved to be nothing more than wrong. Having revved above 4,500rpm, the valves started to open and the sound was just so intoxicating that I wanted to keep driving at high revs! And all this from a flat 6!

How’s it like to drive daily?

I have been driving the GT3 as a daily driver in traffic, on the B-roads and in track. I have clocked over 5000 kilometres with the car at the time of writing.

Driving it around town makes it no different from a 991 C2S. In fact, I would rather have a C2S as a daily driver – its ride is more comfortable, it’s cheaper to purchase and you don’t have a large fixed rear spoiler obstructing your view. Some owners and reviewers have commented that the GT3 is more involving, but I for one am not that good to feel the difference. The PDK-S of the GT3 is also very ‘unfriendly’ at low speeds. It seems as if the gearbox is going to explode with all the mechanical sounds – courtesy of the lightweight flywheel.

And the looks?

The GT3 is based on the wider Carrera 4S body. It has a huge rear wing to remind everyone that it’s the hardcore version of the two. The added stance makes a subtle looking machine of the C4S look more like a sports car. I have to admit that I’m not a fan of the classic 911 shape. But I grew to love the look of the GT3 over time.

Changing opinion

Despite my initial negativity, my opinion of the car started to sway when I brought it to the mountains for a run. It was during my first drive up to Genting Highlands which I was reminded that the GT3 is a track focused car built for the road. The car corners wonderfully thanks in part to the Michellin Pilot Sports Cup 2 tyres. The chassis deserves some credit too. After years and years of developing the 911, Porsche has finally got it right. Despite the engine being at arguably the wrong place, the car feels planted. Unlike the 997, there is less tendency for the car to understeer.

On that particular day, I took a long route home to think a little more about what the car is built for and what it is capable of. In many facets of the car, I noticed that I have been driving it not the way it was meant to be driven. Despite how good the car was in every aspect, I remained adamant that the ride was uncomfortable. Of course it would be. It is after all a track car built for the road. Carbon ceramic brakes were present in my car which made squeaky noises. The GT2 buckets that I optioned made sitting in the car even more uncomfortable than if you chose the electric seats. The compromised ride comfort was partly my fault after all.

A suitable compromise

At the end of the day, it was a compromise that I was willing to make. The car becomes alive when it is driven at its limits. I would not have spec’ed my car any other way. I can’t imagine how the GT3 could be made better in the future but it is Porsche we are talking about here. At this juncture, I am looking forward to what they would do during the mid-life facelift and with their next iteration of the GT3.

All I can say is: What a machine.

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Urban (Friendly) Warrior: BMW K1300R Review

By James Wong

It’s been a while since I got myself on a Class 2 bike (that’s any bike above 400cc in Singapore), so when the time approached for me to ride the K1300R, I was filled with equal parts of fear and exhilaration. Was I being reckless, riding a 173bhp bike that makes more power than even a Ducati 1198S superbike? Should I have had more time behind lesser, more forgiving bikes before I plunged to test ride the K1300R? These thoughts flooded my mind but there was a stable, underlying feeling that it was going to be OK, that modern bikes these days should be easy enough to handle. Time ran faster than rational thinking and there I was, with helmet in tow and planting myself on the 1,300cc urban road superhero.

The first thing I noticed (with relief) is that the riding position puts one in quite an upright position, which is great for giving more steering control and is infinitely more comfortable too. The clutch lever is heavy but not unbearably so, and the foot paddles are all within easy reach. This ride, at least, is starting to look like a plausible scenario.

Twist the key, press the ignition and the engine catches almost immediately, firing into a sweet-sounding warm-up phase that envelops the enclosed area of the underground car park. I teased the throttle a little and its sensitivity is quick yet predictably measured, sending an escalating crescendo from the exhaust pipe. Slotting my head into the helmet, I kicked the bike into first gear and moved off.

The really amazing thing about this bike, after the first few kilometres, is how easy it is to ride. Although it looks formidably large and weighs 243kg (with fluids), it feels agile and really manoeuvrable. Brakes are easy to modulate and are powerful, at least at the speeds I was going at – and ABS comes as standard too.

Because of the massive size of the engine relative to its weight, giving an equivalent of nearly 1000bhp in a 1,400kg car, at almost any gear the bike can accelerate effortlessly, allowing one to stay on a high gear in a majority of situations. Power is also linear, so it won’t result in an unexpected wheelie if you so decide to really put down all 173bhp.

But there really is no doubting the ferocity of the power. In a 0-100km/h acceleration test on a quiet road, it was as if the bike brought me on a momentary time warp, being so fast that it was useless making comparisons to anything I have driven or ridden in before. It was just in a whole different league, something that truly rivals ultra-supercars (pundits have clocked the K1300R in at about 2.8-2.9 seconds to reach 100km/h). That said, I wondered if the engine could have been a tad smoother, as racing towards its redline it seemed to vibrate more than I expected.

On the highway, the bike sat at a higher RPM than expected, so it felt fine at 100km/h but anywhere higher than that it could be a bit of a strain for a long distance jaunt. Again, this is where vibrations from the engine would come into play. Wind buffeting can get severe too with no plastic protector up front to cover the face.

The build quality on the K1300R is good. It feels well-made and worth its asking price, with some details like a small BMW logo on its tail and LED licence plate illuminators as notable delighters. Although its headlights are a subject of constant consternation, it did not bother me so much but it definitely feels more methodological than alluring. Perhaps to make up for it, the red illustrious paintwork offers a beautiful contrast to the black and silver detailing.

I wished there was more storage space however; a quick check beneath the seat cover yielded no result! Instead of a small space, there was none at all. Though, I am sure there are optional extras to get panniers fitted.

As time wore on, I enjoyed the bike so much that the initial fear ebbed away and I rode as much as I could over the weekend. Even dad came by to the garage and grinned widely as he throttled the bike a little to hear how it sounded like.

There is an adventure seeker in every one of us (probably more so for men…), and for a blend of both sensibilities and thrills, the K1300R feels like it balances both extremely well. For Singapore roads, I’d pick this over a typical superbike that requires you to lean forward uncomfortably and rev high to get any useful forward thrust.

Thank you to the K1300R for reacquainting me so well with the joy of riding again. I wonder how 173bhp can feel any friendlier on a bike.

Do you have any thoughts about this article? Feel free to comment below.

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Quick spin: Aston Martin Vanquish (Touchtronic III)

By The Lenspeed Team

Let’s get it out of the way first – this is probably the world’s best looking two-door GT car. Although our staffer Gerald says the eyelash-like rear lights have lost a little definition (and he is right), there is absolutely no denying the rest of the car looks just spot on. What is really correct is the side profile, which has just about perfect proportions. All of the body panels you see are actually carbon fibre shells laid over with paint, which saves a lot weight. If you just think about this for a moment, it is amazing. Aston’s place as the doyen of automotive design is secure.

But we’re more interested in what has changed for this 2015 model. Aston tends to play it down in its collaterals by putting it together with other improvements, but the biggest and most significant swap is the shift from the old six-speed auto to a slick, ultra-modern ZF 8-speed. This, according to Aston, is the world’s first transaxle 8-speed transmission, which might explain the 51:49 weight distribution. It also offers 130 millisecond shift times, reduces the car’s 0-100km/h sprint by 0.5 seconds and increases its top speed by a whopping 29 km/h. All of this is of course vital because past press reviews of the 6-speed Vanquish have highlighted its gearbox as a major point of improvement. We’ve never tried the last model, but we’re keen to see just how good the gearbox is compared to the semi-auto in the V12 Vantage S we drove last year (read here for our review).

And my word, it really shows the moment you set off in Drive, accessed through a row of crystal buttons on the centre console. Like in your most smoochy luxury saloon, the Vanquish now carries out its low speed duties with effortless ease and poise. Yet there is an urgency to the shifts which is absent in the smoothest of gearboxes. Part of it is down to the short gear ratios, which are possible because of the spread available throughout the numerous 8 gears. But I reckon it’s mostly due to the intuitive technology behind the gearbox, its ECU brain tucked somewhere, which is near telepathic.

Paired with the excellent gearbox is the familiar AM29 engine, a 6-litre behemoth with 568 bhp (+3 bhp over previous) and 630 Nm (+10 Nm). What’s more important is how the engine delivers it – and I am happy to report that at any speed whether fast or slow, you are able to enjoy the glorious naturally aspirated V12. There is a generous helping of torque at the low-end, so you will never really need to stretch the engine if you just want to cruise, although already there is an accompanying exhaust burble that is beautiful. If you do decide to press on, the engine is so smooth, so willing to rev to its redline that you’d really wonder what’s all the fuss about turbocharging. Apart from worse emissions, the throttle sensitivity of this engine, unhindered by turbos, would be hard to match by any force-fed engine. It also means there is no nasty turbo kick mid-corner, and you can throttle into corners with ease. And the sound. Wow – it is only heightened by the super-quick shifts, and the only word I can use to describe it is: apocalyptic.

And if the sound isn’t enough to make you grin, the handling will. Although it is proudly a GT, it also has an ultra-rigid all-aluminum architecture that makes it 25% stiffer than a DBS. And together with carbon fibre body panels, the Vanquish is actually lighter than any of its GT rivals – the Ferrari FF, Bentley Continental GT or Rolls-Royce Wraith. So while it won’t be razor sharp in responses, it can definitely bring joy as you swing the car into a corner and plant your foot down. Downshift (multiple times if necessary, and it does it for you automatically), and the V12 erupts, the rear wheels just twitch ever so slightly as you hit the apex and the car comes alive underneath you as you feel the grip keenly from the rubber. That rear-wheel drive feeling is definitely real and intact, and you can exploit it, rather than it being just a device of convenience. Yet you never feel out of control, and your confidence never sinks. You learn to respect the machine and soon find hooning it quite unnecessary.

So, it really does feel special. But that does not compromise its daily drivability in any way. Steering is geared for easy daily driving, which can even feel a tad light. Sport mode, which stiffens up the suspension, is completely comfortable on the road. On a highway cruise, it is very refined and quiet as its engine settles. Even its ground clearance is decent and you get an umbrella in the boot!

The interior helps too. Every single thing you touch feels handmade and crafted with care. Build quality is hard to fault, but the infotainment system does fall behind comparable systems. That said, it does seem to have a rather slick interface that hides its origins well. There is a haptic touch system to the centre console controls, inspired by the One-77 – it works fine but I can imagine sweaty fingers would have a bit of an issue. The handbrake is also quirky, which is located to the right of the driver’s seat and collapses whether it is activated or not. Otherwise, everything feels very modern and up-to-date.

The overriding feeling after driving the Vanquish is that one can genuinely see ownership as a highly possible proposition. It’s not flashy like a Ferrari and nowhere as twitchy or fiesty; it’s not low-slung like a Lamborghini so you can enter all car parks with ease; it’s not as footballer-friendly as the Bentley Continental GT so it has the right image. It is just so easy to drive, so beguilingly honest it puts a smile on your face when you drive it, and so practical you can almost justify having one as a sensible supercar purchase. It looks timeless, and it is likely to be very reliable too (Aston offers an extended warranty package that’s longer than any other manufacturer in its class). It’s unpretentious, that’s the word. It flicks away lap record times like a useless rat race, fervently holding on to traditional values of good design, craftsmanship, and a naturally aspirated V12.

We urge you to drive one, especially if you need a daily supercar. It’s our favourite Aston by far. Now, time to take it home…

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Quick spin: BMW 220i Cabriolet

By Team Lenspeed

A hefty car would not make the cut at Lenspeed. But…

We’re penning down our initial driving impressions when the question of mass came into play – something that the team at Lenspeed is extremely particular about.

Weighing in at a snip over 1,600kg, the 220i Cabriolet is a considerable 165kg heavier than the coupe. But it doesn’t end here. In fact, some wheel time reveals that engineers managed to hide some of its heft and play on the strengths of its chassis engineering to furnish a rewarding driving experience. It’s not a car you would want to go full pelt right from the get-go, but in all honesty, this wasn’t engineered to provide urgent shoves like more focused BMWs. Rather than flogging it hard through the corners, the 220i Convertible prefers to be left wafting at a considerate pace that will not leave you weak in the knees when green changes to amber at the traffic junction.

It’s interesting to notice that despite featuring an identical engine and output beneath the hood (184bhp, 270Nm), the 220i Coupe and Cabriolet deliver differing driving experiences. Performance in the convertible is supplied in a linear fashion, unlike in the coupe that feels a tad more intense and urgent over the same amount of pedal modulation. While the coupe enjoys mid corner carving thanks to a chassis that is more rigid and yet possess sufficient leeway to attain a consistent flow over tarmac undulations, it would be best to leave the convertible cruising on the freeway while enjoying a top down experience. And that’s precisely what we prefer to savour in this car. Our test route involved a mixture of tight navigations and open roads, but we reckon that the best “combination” of light traffic on the freeway with the top down sends out a proper message that this car is meant for relaxed cruising rather than gung-ho tarmac scrubbing.

Is this a car Lenspeed should watch out for? Not quite. But we reckon this would be one of the most dynamically-sorted cabriolets you can buy in the market today. And we respect BMW for that.

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Black over White

By Desmond Ng

Our in-house racing driver examines his new ride, the C63 AMG Black Series. What’s it like after owning a Porsche GT3?

Just imagine the myriad of superlatives that were bouncing off the boardroom walls before the executives finally decided on what to christen their new hardcore product line up with. The AMG Black Series. With that, the world had a clear picture of the kind of creations that will roll out of Affalterbach. Sinister, rude, loud, fast and downright anti-social.

So what is it? Black Series (“BS”) cars were built to be more of a track tool than its lesser siblings, featuring distinct body changes while still remaining tractable for street use. Production is also very limited to maintain exclusivity. The range started life in 2006 with the inception of the SLK55 AMG BS which set the mould for future BS models. Revised bodywork, a modified motor, retuned suspension and uprated brakes over the regular equivalent made it so appealing to the most die hard AMG enthusiasts that lusted for that something extra.

The 2012 C63 AMG BS is the fourth model following the SLK55, CLK63 and SL65 to be bestowed with the coveted Black Series moniker. Only 800 C63BS were ever produced and were only available in coupe form, a tradition for all BS cars.

The C63BS was a direct competition to the E92 M3 GTS and there is no doubt AMG invested more into development, making sure their car looked and feel significantly different than the C63. A keen eye might miss the mandarin orange paint job and rear wing as a GTS but no one this side of town will ever mistake the C63BS as a regular C63.

Looking at the C63BS head on and you think it has a murderous streak. The wheel arches are stretched outwards beautifully with the front fenders +40mm and rear +79mm. No subtlety here. The C63 coupe is arguably feminine but this is the Rock in Fast 5. This car drips presence and it commands your total attention at first sight. AMG knows that wide fenders are the pathway to a customer’s heart and we are absolutely swooned by it. A Porsche “wide body” Carrera 4S? Please.

AMG went the whole nine yards for the visual drama. Customers could, with no small deletion of their bank account balances, tick the Aerodynamic Package box which further reduces lift. With that, four carbon canards on the front bumper and an adjustable GT wing dress the C63BS to a full angry GT3 race look. Another option, the Track Package, adds active rear-axle transmission cooling and race-spec tires that were specially designed by Dunlop for this beast.

The famed M156 6.2l V8, a landmark engine that almost made BMW M burst into tears has since ceased production. As its swan song, AMG transplanted the pistons, conrods and crankshaft from the SLS’ M159 motor with a new electronic brain taking advantage of these hardware changes. This hybrid M156/159 produces 510hp at 6800rpm and 457lb/ft at 5200rpm. The 5.5l bi-turbo V8 generates far more horsepower and torque than the M156 but there’s nothing more amazing than to have control over an oversized atmospheric V8 with your right foot. The throttle response. The music.

In BMW M cars, you have settings for everything. 3 for engine mapping, 3 for steering weighting and 3 for adaptive damping. As an ex-E92 owner, it turned out that I hated choices. Is the M3, an M3, in sport or sport plus? I just wanted to drive a car that had everything sorted out at factory and to perform at its sparkling best when sold to its customers. Maybe I’m old school.

Peel open the doors and you are greeted by a bizarre landscape of old and new. For instance, the handbrake is a quaint Mercedes tradition carried over. You engage it by depressing your left leg like you are in a 1995 hollowly E-class. The gear stick is identical to a pedestrian C-class, amusing you with long throws bouncing left and right going from PRND. Retaining the shift knob from the CLK63BS would have been lovely. Small, adorable and utterly exclusive to distinguish the BS cars.

In this car there are the optional fixed bucket seats that can be a pain for ingress and egress but never is it claustrophobic once seated in it. AMG had to strike a balance between providing the driver with more lateral support on the track and comfortable enough for daily use. It works and I think they did a wonderful job hitting that medium. The steering system is still hydraulic and fixed. You steer it with considerable effort but in return it provides the driver with good feedback but more is desired. Turning radius follows Jupiter’s orbit but it pays dividends during high speed and track driving.

Firing up the 6.2l V8 on a cold start is always theatre. It shouts into life like a scalded lion and quickly settles into a jealous purr. By then a litre of gas is consumed. The car then maintains a quiet idle and only re-asserts its authority when you press the fun pedal, which is a bit of a surprise. I was hoping it would sound like a 911 GT3 with its off beat burble that excites the driver even at standstill.

In the C63BS, you can only control the gearshift programme. Everything else is fixed dead from factory. The car defaults in Comfort mode where gears are quickly changed up to maintain civility and throttle response is muted. You rapidly find yourself switching to manual mode to fully appreciate the beast within.

In full manual mode, the car becomes the C63BS. You get into the mood and flex your right foot to stretch the revs. The huge cylinders do take time to gobble down air and before you know it, the car fires down the road with unrelenting momentum. Accompanying the rush is the snarl of that amazing V8 under load. The tone exponentially becomes harder and brutal; every explosion in each of the 8 cylinders engulfing my eardrums with pure ecstasy. As the crankshaft spins even harder and roars to its final battle cry, you flick the paddle and in 100ms the next gear is in, flooding your senses with the density of the torque and crescendo only a 6.2L can. This engine is unequivocally the focal point of the C63BS.

The car is suspended on KW manually adjustable coilovers and during low speed driving around town, it crashes up and down on bad roads (yes I’m looking at you River Valley) and can get unbearable at times. It’s at speed on the motorway where the damping really shines. The ride, while still firm, quickly filters away any undulations and provides the driver only the feedback and information that he/she will thoroughly enjoy. Slotting it into comfort shift mode and this car will be a beautiful GT without question. In corners, the insane wide track of the C63BS makes itself evident. The car shows close to no sign of roll and the wider body helps to maintain stability and instill that extra bit of confidence when driving hard. A 911’s nervousness and unpredictability especially at the front end has its appeal and charm but the Mercedes with its security is a refreshing change.

The C63BS will never win a track battle against the mighty 911 GT3. The ride is harsh compared to the BMW M4 in city driving and its handling is a far cry from M’s razor sharp precision and agility . The fuel gauge drops at a frankly astonishing rate. The gearbox is antiquated and dim-witted at times. From a technology standpoint, the C63BS is truly a dinosaur in the modern car world and 2012 was just 3 years ago.

We are moving at warp pace towards a world where the driver is merely an operator of a device, isolated from experiencing being one with a machine that we think has a living soul. The C63BS is one of these last great cars then, a German sports coupe that till today still feels so surreal having a 6.2l V8 a few feet from you. Secured its in place today as a modern classic, the car industry will one day look back and question the path they headed towards. Now to go fill up…

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Clever and safe: Volvo S60 T5

By The Lenspeed Team

Lenspeed recently took the Volvo S60 T5 out for a spin. It’s not by any measure a car that promotes the thrill of driving, but we decided to have a go because this is the most powerful variant of the S60 you can buy in Singapore. In fact, only the T6 and Polestar trumps the T5, both of which are not available in our market.

More often than not, Volvos have surprisingly healthy outputs from under the bonnet, although you can hardly tell. The new 2.0-litre engine delivers 245bhp and 350Nm, roughly what you’d get in a Mk7 Golf GTI except the Volvo produces even more power. It is applied across the range in the XC60, V60 and S80, but finds the most benefit in the S60 – giving a 0-100km/h sprint time of only 6.3 seconds.

On the move at city speeds, as in the XC60 we previously tried, the engine noise is gravelly and obvious, although one cannot fault its acceleration, with 350Nm delivered at only 1,500rpm all the way till 4,800rpm. You can feel it as the car propels forward rather effortlessly. At higher rpms, the engine never really graduates from its rough-edged nature, although the pull is relentless and more than enough to have fun with.

Does the chassis match up, though? The S60, it must be said, drives virtually identically to the V60 previously sampled by Lenspeed (click here to read our past review). Despite the extra power, the car feels inert and slightly numb, ultimately stable but giving even less feel than an equivalent Volkswagen – if you ever regarded Volkswagens as efficient but slightly dull.

The culprit is the steering, which has a larger turning radius than what one expects. It is slow to respond and is geared for relaxed driving rather than precision. One can imagine a man wearing triple layer jackets driving on slippery rice would appreciate the steering.

The suspension setup is leaning towards the sporty side of things, which does pay some dividends in handling but with a understeer-biased setup, you will soon rather just cruise along than carve corners. In fact, at low speed humps and undulations the suspension is surprisingly harsh and unforgiving.

Thankfully, the plush and award-winning seats bear most of the burden. As in the V60, they were finished in a delicious brown/dark grey combination and with leather so soft you may think you are in your living room. I am without a doubt that these are probably the most comfortable seats in the automotive world. Well, for this segment anyway.

The interior is predictable, somewhat high quality but feels dated. Although it has new-fangled tech like Sensus Connect (in-car Internet, etc), the screen size is a tad small and the hard plastic buttons are now a little old next to what Koreans (Kia!) can offer these days. The addition of paddle shifters is welcome, though – something that the V60 did not have.

So is this a Lenspeed car? Unfortunately, while the V60 had the rapid wagon appeal, the S60 has to contend with very stiff competition from Germany that offer cars more stylish, modern and better-built inside and out. In this instance, the car’s supposed sporty addendum – black rims, paddle shifters, powerful engine, stiff suspension – raised the expectations a little too high.

Nonetheless, we see potential with this car. If the S60 T5 is this competent, gifted with a better engine it could well be the sporty Volvo we are dreaming of. Like the Polestar.

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Itsy Bitsy Spider has a Sting

By Chor Yuan Ang

There is a theory that extreme, incomparable beauty comes with a little necessary ugliness. I guess that was what Alfa Romeo subscribed to when designing the 4C’s headlights. Difficult to love, one may naturally assume the overall appeal of the 4C would be dulled somewhat by them.

However, once I laid my eyes on the 4C, I strongly believe that even the worst arachnophobe would be attracted by its welcoming driver-centric cabin and its unmistakable carbon fibre monocoque. Indeed, the 4C was a real head-turner as Lenspeed drove it around the city. Thankfully, the dealer is happy to install more conventional headlights for you too, which is standard specification in other parts of the world.

After all, it would be admittedly hard for a petrolhead to contain the eagerness to get behind the wheel of a mid-engined, rear wheel drive Alfa Romeo. It’s been a while since we have last seen one in the modern day, and we have never been more excited to drive an Alfa in recent memory.

With a dry weight of just 895kg (920kg with fluids), the 240bhp output from the modified Giulietta’s 4-cylinder is more than sufficient for the sports coupe, and the car rockets from zero to 100km/h in just 4.5 seconds. Even that is achieved without launch control.

Naturally, the carbon fibre monocoque contributes significantly to the outstanding rigidity of the car. Around tight bends and corners, the car feels firmly planted, with minimal body roll. Similarly, on the road, the 4C devours bumps and uneven surfaces, as it does with corners, to deliver a reasonably comfortable ride. The 4C is an absolute joy to drive on the road.

In spite of our insatiable lust for a manual gearbox, we believe that the 6-speed Twin Clutch Transmission (TCT) gearbox suits the 4C just fine. The paddles react to inputs quickly, and in Dynamic mode the shifts are intuitive, even on automated downshifts.

Though the 4C’s in house TCT is not as crisp as that of market leading 458 or the renowned PDK, we feel that had a manual transmission been present in the 4C, attaining perfect shifts with such a brutally turbocharged engine would have presented a formidable challenge, perhaps not dissimilar to trying to drive a 997 GT2 RS perfectly. In other words, unless you have the skills of a professional driver, this would be an exceptionally difficult task, and driving the 4C wouldn’t be as enjoyable.

The design of the 4C’s steering wheel (along with its paddle shifters) do not do justice to the incredible amount of feedback the former provides the driver with. Seeing how uncommon lively and engaging steering racks are in this day and age, the awkward shape of the steering wheel became more acute as it interrupted – however so slightly – the minutia of the road surface that begged to envelope the hands on the steering wheel.

The wheel feels unnecessarily padded around the 12 and 6 o’clock positions – where drivers will hardly ever grasp – and overly narrow at the 3 and 9 o’clock positions where the paddle shifters are engaged.

Further, the 4C’s paddle shifters are not as engaging as we had wished they would feel. They are small, and the ‘click’ produced while engaging a gear feels ordinary and tame. Such paddles will very probably suit a Golf GTI (in fact, the 4C’s paddles are strikingly similar in appearance and feel to that of the GTI), but an addictive and raw car like the 4C definitely needs something more engaging and emotive to say to the least. As a tool to serve its function, however, it’s hard to fault.

Another bugbear from the driver’s seat is the awkwardly positioned foot pedals, which are slightly offset to the right – although for an Italian car this has always been a known issue, and probably to the Italians, not really an issue at all but more a differing theory of the perfect driving posture.

The brake pedal posed certain interesting characteristics that made it feel the car had carbon ceramic brakes. Despite being ‘standard’ ventilated drilled discs, they had very little travel and an immense bite. Great for track work and dialed in driving, but this made daily driving in the city a bit more difficult than it should be.

There is no doubting their performance, however. The 4C’s Brembos (305 x 28mm at the front, and 292 x 22mm at the rear) work wonders on the Alfa, and have more than enough stopping power thanks to the car’s feather-like weight.

As expected, the 4C’s interior is basic and spartan. There is some stitched leather on the door handles and a stylish leather pouch between the two seats, but those are the only precious little luxuries you will get.

Notwithstanding, Lenspeed believes that this is very probably a non-issue for 4C drivers, as the driver-centric and snug cabin, coupled with the drive quality and exhaust note of the 4C will be more than enough to take the one’s attention off its annoyingly difficult to use stereo.

With the advent of small capacity performance cars, such as, the AMGs in the ‘45’ range, it is not uncommon to hear artificial, acoustically tuned exhaust notes, with an array of gimmicky pops and crackles. On this note, the 4C is not an exception.

However (and this a big ‘however’), unlike the ‘45’ AMG cars, where the exhaust feels excessively artificial and monotonous, Lenspeed is very impressed by the rawness and level of emotion derived from the 4C’s exhaust note/system.

On a more superficial level, the 4C’s exhaust note is by far the loudest exhaust system we’ve heard from a performance car under 2,000cc. Further, it produces an addictive resonating drone at lower revs below 2,500 rpm, and a higher pitched, turbo-biased rush nearer the red line.

All in all, the long awaited arrival of the Alfa Romeo 4C definitely sits well between the likes of the Lotus Elise and the Porsche Cayman, taking a slightly narrow but apparent spot in the mid-engined, compact sports coupe segment.

It goes without saying that the seemingly bare 4C is (still) more refined and user friendly than the Lotus, yet delivering the handling thrills that give almost nothing away to the renowned British brand. Thanks to its expensive but astoundingly excellent carbon fibre monocoque, it has a clear edge over the seemingly more hardcore Lotus. There is also that Italian brand cache that Lotus will find hard to top, especially in these dark days over at Hethel.

But alas, we come to the Porsche. Unashamedly perfect, the Cayman was always going to be hard to beat on every conceivable level. It seems only a softened heart and an emotional impulse would compel an observer to choose anything else. And the 4C does set the heart racing. As close as call as this is, given the choice, Lenspeed will still pick the Cayman over the 4C. In the Singapore market, the wider breadth of abilities of the Cayman trumps the more focused nature of the 4C, as the Porsche would be better in more situations we are used to. But in a different setting and country, the vote may swing to the 4C. It’s a compliment to the Alfa Romeo that it has come this close.

Having spent a day with the 4C, we are in love with the car, and how unique and focused it feels. Well done, Alfa, we’ve all waited a long time for a car like the 4C. Critics be damned, Alfa Romeo is back.

8C inspired rims cover supremely capable brakes

Carbon fibre accents abound

Spider eyes?

Precious little leather you can find

This is the Launch Edition 4C

The curves are captivating on this Alfa, as expected

Fully electronic instrumentation allows one to focus

DNA works distinctly well in the 4C

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Want a more special Ferrari? Try this

By The Lenspeed Team

Touring Superleggera, the Italian coachbuilder which also brought us the Alfa Romeo Disco Volante (of which one is sold to a Singapore-based owner), has recently launched the Berlinetta Lusso in Singapore at a cool S$1.8million sans taxes. We presume the price with taxes wasn’t mentioned because of its astronomical figure, but also because the car is so customisable, a full figure wouldn’t have been indicative of a final price, anyway.

Launched only at Geneva in March 2015, the car found its way to Singapore a month later, presumably to capture some low-hanging fruit from the wealthy collectors in the region.

One of only five hand-built units, the Lusso was developed on a Ferrari F12 chassis apparently on a customer’s whim. Touring Superleggera quotes a “lavish three-box volume separation” design that delivers perfect proportions. Which actually just means bonnet, cockpit and trunk.

According to the manufacturer, no less than twelve different types of alloy – some of them used for the first time in the automotive world – were used, besides new ways of assembling and connecting components. All of this lead to considerable weight saving bringing the value to 1,525 kg and 20% increase in torsional stiffness, supporting the stellar performance and efficiency. So it’s not all aesthetic.

To emphasise its hand-built nature, aluminium panels are hand-beaten at Touring Superleggera using a 1:1 manufacturing buck in epoxy replicating the zero-surface with offset equal to the panels’ thickness.

It’s a surprise given all of the above, the lead time for production is only 10 months.

If you’re keen to order yours, head down to Eurosports Auto in Teban Gardens…

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Time warp into the future

By The Lenspeed Team

As many reviews out there would now have already emphasised, the BMW i3 is quite unlike any car out there, even when compared to its electric peers.

BMW i’s vision of an electric future gave us the BMW i3 and i8 in the last two years – both of which came to market in a more convincing way than any previous efforts in electrifying the automotive world.

Billions of Euros of research and development resulted in bespoke carbon fibre chassis for both cars, and drivetrains that have never done work in any other BMW before. However, Brand New Things can also mean high risk. Apart from trying to gain acceptance in a market used to combustion engines, BMW i also has to contend with the possibility that being the first market mover may also mean it bears all of the consequences if consumers don’t open their wallets for BMW i.

However you slice it, this is a noble venture indeed, and one Lenspeed is keen to explore. Especially with a 0-100km/h sprint time of only 7.9 seconds for the i3, which we recently drove.

How does it manage it? In a couple of ways: because of all the weight-saving measures the car weighs in at only 1,315kg. Coupled with a 170bhp / 250Nm electric motor, its acceleration times start to make sense. There is, of course, instantaneous torque with electric power, which gives performance that would seriously give supercars a fright, at least at the traffic lights.

Of course, to use all of this power would sap the battery charge substantially. Officially claiming an electric range of 190km, the i3 only managed about 110km on my test drive – and I did this twice (after a recharge overnight). Suddenly the seemingly superfluous range extender (standard on all Singapore-bound i3s) becomes such an asset. With the small petrol engine, you do get about 110km more range. That works out to be about 220km in total, which is decent but remember you do have to fill up 9-litres every time if you do that often.

Sadly, the range extender does come with a price. It compromises boot space, which is below average at best for a group of 4 going for a road trip (then again, an i3 probably wouldn’t be suited for this purpose either due to its limited range). It is also rough, a 647cc two-cylinder petrol combustion engine better suited for a motorbike, or a generator. It also mars the acceleration of the i3, which would otherwise be 7.2 seconds for the non range extender version – because of an additional 120kg. It doesn’t power the wheels directly, however, only working in the background to charge the battery. Thus, it is still an electric drivetrain and quite distinctly different from hybrid cars.

Like all electric cars, you have to get used to the regenerative braking that activates the moment you let go of the throttle. It’s easy enough to modulate, but for anyone who loves cruising as a car coasts along, you can’t really do it in the i3 except with cruise control.

After accustomed to the feisty throttle, the i3 is simply a joy to drive. Steering is direct and accurate and handling is fantastic thanks to the stiff body shell. Even on ridiculous 155/70 R19 and 175/65R19 tyre dimensions front and rear respectively, you get more grip than you’d think and if you broach the limits, the ESP safety net kicks in (yes, in an electric car!). Blind spots are virtually non-existent thanks to windows that extend into the C-pillar. Certainly, the i3 is perfectly suited for the city.

That also applies when you park in congested city lots. It’s more a blessing than a curse that the rear coach doors open as such. It seems to allow rear passengers to get out even in very tight parking lots. The only inconvenience is the front door has to open first before rear passengers can get out.

As a first project of BMW i, the i3 is a stunning achievement. It feels like an electric car already 2-3 generations ahead of its peers. But limitations of an electric car do remain – range anxiety still applies if you do a lot of miles every day, and then finding charging points are a bit of a pain. The car also has its quirks which make an already revolutionary car even more difficult to accept, like its coach doors, tiny boot and 4 seats (as opposed to 5). Oh, and if you don’t stay in private housing, if may be a bit of a challenge to fit in the BMW i Wallbox (charging station) too. Challenges aside, Lenspeed hopes that the BMW i venture will blossom to a tremendous success. It’s forward looking, and now it’s time for the market to catch up.