Uncategorized | LENSPEED

Wagon Appeal

By Team Lenspeed

Stretch your imagination and you might derive plenty of fun in a couple of Lenspeed’s favourite wagons

Estates – a variant usually shunned by locals for being aesthetically unappealing usually tend to fall right smack under Lenspeed’s radar. No, we’re not challenging the “norm” for the sake of it. Rather, there are a couple of wagons that are of worthy mention – most of them never made their way to Singapore. We’re usually tempted to focus our attention to Q-cars in sedan guise, but going one step “further” to elevate its exclusivity and understated charm by opting for a wagon can reap decent rewards, too.

Audi RS 6 (C5)

The Audi RS 6 (C5) was a stab right in the heart of supercar owners. Introduced in 2002, the twin turbo V8 motor gathers 450bhp and sprints to 100km/h in 4.7 seconds. That’s splitting fast even by modern day standards. Whats more impressive to us is the level of dedication placed to differentiate the Avant from non “RS” models. Honeycomb grilles and flared wheel arches serve to remind us that this Bahnstormer means serious business. Even then, the fact that it fits five in supreme comfort suggests that most will still write it off as a regular people carrier. Until…

Mercedes-Benz C 63 AMG Estate

Most will shrug off naturally aspirated applications in a wagon due to its “lack” of low-end torque, but when it comes to the 6.2-litre M156 AMG V8, the issue on torque gaps can be forgiven. With respect to this motor, the fun lies in going full-on with the throttle and then revel in the delight of a smooth, power delivery accompanied by an addictive bent-V growl. And we reckon it can produce a meatier exhaust note due to its heavier kerb weight. In a transition period where other models in AMG’s stable were switching to the 5.5-litre M157 twin turbo V8, AMG stuck deep with the M156 in the C wagon – and this is precisely why Lenspeed found it desirable. High revving NA wagons sounds like a thing of the past, but there are still a couple of them roaming in Singapore if you’re lucky enough to spot them.

We might prefer cars with a chassis that is more playful than capable, but we also understand that there is fun to be had when hooning a properly fast wagon through the straights. It won’t be the most precise driving tool, but this blend of lethal supercar performance wedged in a functional wagon shell is more than sufficient to place these two estates into Lenspeed’s list of cars to drive.

What are your thoughts on performance wagons? Leave your comments below!

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Geneva Gem

By Team Lenspeed

Lenspeed realises a British Racing Dream in British Racing Green. Hold on tight.

A clear vision neatly explained in a concise package. That’s what Bentley has done at Geneva a couple of weeks ago. And just by looking at press images, this has to be one of the most aesthetically pleasing concepts – a huge statement we reckon when Geneva has traditionally welcomed the automotive sector to show the world what they have to offer. If they are impressive, the marketing exposure will expand ten fold naturally compared to other motor shows – and Bentley has emerged victorious in this aspect for sure.

Standing tall in Bentley’s booth is the EXP 10 Speed 6, soaked in a very deep shade of British Racing Green. It shouts speed from ground up, and unlike its current lineup, this example features a front end that is reworked. But we can definitely feel Bentley’s need to retain their trademark quad headlights and brave mesh grille design, which is no bad thing at all.

According to Wolfgang Durheimer, Head of Bentley Motors, this concept might actually be placed alongside the Continental GT. But we’re keen to know if this will be the more performance-oriented variant in the stable. After all, the Conti GT has the firepower to match rivals, but petrol heads often claim that it lacks the out-and-out dynamic precision due to its hefty weight – it sits comfortably more than 2 tonnes!

But judging by its impressive interior, it seems that emphasis is still placed to create a premium experience for (very) wealthy buyers. It might still not be the ultimate driving weapon, but Bentley’s business model comprises of other factors such as luxury and exclusivity – and Lenspeed respects the men at Crewe for that. Theoretically, it might not wear British Racing Green as confidently on track as Aston’s DBR9 screamer, but design wise, its still a step in the right direction for Bentley. Checkmate.

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Bangerwatch: Volkswagen MkV Golf GTI

By The Lenspeed Team

The Golf GTI seems to fill the gap of the do-everything car pretty convincingly, whichever generation you pick. From the stellar Mk1 which first spawned the hot hatch fever, all the way to the latest tech-laden Mk7, Golf GTIs serve their owners faithfully and, at most times, tirelessly.

In Singapore the MkV Golf GTI really re-launched the badge back into mainstream view, thanks to the quantum leap over its predecessors as well as the favourable moderate-low COE climate back in 2005. While nobody really paid attention to the Mk4 Golf GTI (which offered less performance than a diesel Golf in some cases!), mid-level execs looking to inject some excitement into their lives lapped up the MkV by the hundreds. It helped as well that going into its model year cycle, COE prices dipped to its lowest levels in recent memory in 2009 – sustaining the sales boom even right up to the point the MkVI came by to replace it. It almost felt like the MkVI came too early and disrupted the hay-making of the MkV.

With its direct shift gearbox (DSG) and 100bhp/litre output TFSI engine, the MkV was a potent machine and stands proudly amongst other performance cars even today. Handling has been tuned to err on the side of caution (read: understeer), but for most situations the car will reward you with stability, comfort and vast point-to-point pace. It is even fairly economical, with reported real usage figures around 10-11km/l.

These days, MkV Golf GTI are available by the bucketfuls in the market, so you can take your time to choose. Early cars (2005) are by now either exported or scrapped, so few can be had but you will have your pick from 2006 onwards. Best picks are from the run-out 2009 models, and there are some special editions worth a punt too, including the Pirelli Edition, ED30 as well as the VP1 (the last unique to the Singapore market). For bangerwatches however, 2006 models are the ones to watch out for as they are now asking for as little as S$30,000. A good Chinese New Year gift to yourself, maybe?

WHAT TO LOOK OUT FOR

Lenspeed staffers have had a fair bit of experience with Golf GTIs. Between us we have owned the Mk2 8 valver, the Mk5s (early year and late years) and at least one of us are now pining for pristine Mk1s for keepers. At some point Golf GTIs (especially MkVs and above) are likely to have been modified, and while the EA113 engines are typically hardy, you’d be well-advised to watch out for heavy modifications which may affect the longevity of the drivetrain, especially the DSG which is only rated to be able to handle up to ~380Nm.

Modifications are common on the GTI, such as this Pivot gauge mounted in what used to be an aircon vent

The most common modifications include an ECU Stage 1 upgrade (various brands are available or custom maps too), catback exhaust systems and big brake kits. Cosmetically, what you see out there is as varied as your imagination but many designs are an acquired taste.

Oil changes are advised to be done every 15,000km, but if the car has been modified, it is a good idea to reduce that considerably. The EA113 runs very hot, especially under heavy boost, so make sure service records show the car has been cared for with top-notch engine oil. It is common to have oil consumption between services (up to 1L per 10,000km is our experience), which is a point of annoyance for many owners, so keep an engine oil bottle handy with you always (check if the owner does!).

To dial out understeer, rear sway bars are commonly installed which are thicker than standard items. Standard suspension is from Sachs

It is common to find coil packs failing (if you find this in service records) for modified cars, so check that these have been dutifully replaced. The 6-speed DSG rarely has any issues but earlier cars can feel slightly jerkier due to wear and tear. The gearbox is supposed to last the lifetime of the car but there are shops out there which can do a refurbishment for you. Volkswagen will also do a recalibration for you to reduce the jerks, which has been reportedly a good way to solve the issue.

Some GTIs imported to Singapore are made in South Africa (as opposed to Germany), and these usually do not show any major differences between each other. However, if you are looking at a parallel import model, note that OMV values tend to be lower and therefore will have a bearing on the asking price.

A no-nonsense interior, pictured here is the Pirelli Edition with special yellow stitching and seats inspired by tyre treads.

On the inside GTIs have lovely Recaro seats up front which only show excessive wear on its side bolsters – try to see if this can be rectified to prevent further damage but it is not a major point. It is common for early year cars to have peeling plastic buttons and knobs; these are generally easily replaced but can be costly. Check a collapsed rear headliner too, which looks more severe than it actually is – probably due to our hot weather, the glue holding it together gives way. It’s an easy fix, but will set you back a few hundred dollars.

Look out also for aftermarket head units, which were a common modification because MkVs were brought in to the country with extremely low-spec RCD500 units that offered no navigation, Bluetooth or USB connectivity. China-made units are generally to be avoided as they are slow, laggy and unsightly (operating system wise), but if you see RNS510 units installed you know the owner has put in some good money. Early 2005/2006 GTIs also have a limited functionality split-screen onboard computer (as opposed to a full screen in later models), so watch out for this if you like to tinker settings yourself. Generally, rattles are also common and can be a hide-and-seek affair to solve, but it is not a major issue unless it bugs you.

All in, the MkV Golf GTI is a quality product that warrants a new COE renewal, especially in this atmosphere of sliding prices. The MkVI that followed seems more polished, but it has the new EA888 engine which some say lacks a bit of character. It also feels a little bit “in-between”. The MkV, if well taken care of, will be a keeper. Our staffer with a MkV had this to say: “Every time I get the itch to look for another car to replace the Golf, there are many flights of fancy but nothing that can quite offer the all-in-one package that the GTI does. The great fuel economy, effortless torque from the engine and can-do attitude gives me no reason to ever sell it.”

PROFILE

Sold in Singapore between: 2006-2009, 3-door and 5-door
Prices: $30,000 – $75,000
Engine: 2.0-litre TFSI, EA113
Gearbox: 6-speed DSG
Performance: 0-100km/h in 6.9 seconds (stock – but a Stage 1 can bring that to low 6s)

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The new Civic Type R – JDM or British?

By The Lenspeed Team

By all accounts, the Lenspeed team are all excited about the new Civic Type R, as we have always been. Our staff FD2R has just left the fleet, which leaves a gaping hole for a high-revving, front wheel drive track special. Interestingly, when Honda released information about its new CTR, it emphasised “British-built”. We can’t help but draw comparisons to the FN2R and whether we can expect a more souped up JDM version.

What we currently know:

– Top speed: 270km/h. Clearly, the 180km/h JDM limit ain’t going to cut it here!

– Global debut at 2015 Geneva Motor Show

– 2.0-litre turbo. We’re really curious how it can keep the high-revving VTEC nature that we so love of the K series engines.

– Flat underbody

– 19-inch alloys. We’re not too excited about this – hope this doesn’t set a precedent for a jarring ride like in the FD2R.

– 4-piston 350mm drilled Brembo front disc brakes

The cut and scrape lines of the car is a departure from the FD2R’s cleaner profile.

A 7,000rpm redline is impressive for a turbo engine, but can’t hold a candle to the K20A’s upper limits.

Car looks unusually high above the ground here, but it could just be the angle.

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The Vulcan

By The Lenspeed Team

With Geneva fever fast approaching, Aston Martin has shared a teaser video on the Vulcan. From the engine noise, it sounds like a track-only supercar that probably won’t be street legal. But here’s hoping…

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Road to Mandalay Rally

By The Lenspeed Team

Competitors on the inaugural Road to Mandalay Rally, organised by the Endurance Rally Association, have crossed the border into Thailand and the half way mark, resulting in a tight battle for the top spot on the leaderboard.

Lenspeed was on-site on 31 January at Raffles Hotel to take a look at some of the cars participating in the race. Of interest to us were W113 SLs, a Rolls-Royce Silver Ghost and a gargantuan Itala with a 600-litre fuel tank.

After leaving the iconic Raffles Hotel, Singapore, on 1^st February, the 70 crews have already covered just shy of 4,000km over the past 12 days and are now in Kanchanaburi. Whilst all involved enjoy the amazing scenery, some drivers clearly have their eyes on the prize.

In the Vintageant division, the big battle is between the three Chevys – Peking to Paris 2013 winners Phil Garrett and Kieron Brown are 20 seconds off first place in their 1937 Fangio Coupe with leaders Bill Shields and Scot Herbstman, from America, keeping their ’38 Coupe ahead of the field.

But chomping at Phil and Keiron’s heels are fellow Yanks, Daniel Day and Ronald Doyle just three minutes behind in their ’37 Coupe, which may sound like quite a gap but give how the terrain changes on the roads ahead, it could be easy to take advantage.

The story is no different in the hotly contested Classics category, where there’s less than two minutes separating the top three cars – all with extremely experienced and competitive teams at the helm.

Keeping the others in his rear view is another Peking to Paris legend, octogenarian Gerry Crown from Australia in the 1974 Leyland P76 with navigator Matt Bryson. The Australian duo only has a 46 second edge on the British team of Peter and Zoe Lovett in their 1965 Porsche 911.

But furiously chasing the top two are the UK’s Grant Tromans and Simon Russell in the 1973 Datsun 240Z with a time of 00:42:32.

Notable mentions are American John Rich III who, along with his son and navigator John IV, is producing impressive times and a class lead in his huge ’57 Chevy Bel Air Convertible, and to those who have spent valuable rest days in the garage making necessary repairs and adjustments.

With around 4,400kms still to go and numerous time trials, regularity tests and like planned to cause further shake ups, it remains anyone’s for the taking.

Rally Director Philip Young said: “Cars and drivers are coping well and most are soaking up the amazing culture and stunning horizons, taking full advantage of the evening’s comfort in luxurious hotels. But for others, this isn’t a pleasure cruise!”

The next big milestone for the Road to Mandalay Rally will be the crossing of the border into Burma, the first time this has ever happened in this particular province, and the start of the final journey towards the finishline in Rangoon on 24^th February.

Philip added: “This is the first ever crossing of the frontier by foreigners from Thailand into Burma, and the first rally to drive into Burma.”

Follow the daily rally reports on Road to Mandalay, as well as updates on forthcoming ERA events, at http://www.endurorally.com.

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Oil-burners vie for supremacy

By The Lenspeed Team

Lenspeed received an unusual assignment when Volkswagen called up one day to offer us the Caddy Maxi for a test drive. As it turns out, it was a wise decision on their part – we’ve been in the market for commercial vehicles before, firstly for their immense practicality and then more reasonable price (vans have a different COE). More recently, we were again on the prowl for a dependable van, this time for a family business. However, we had a slightly different buying decision compared to the typical corporation – we either wanted a diesel car or a van, so it wasn’t a choice between different vans. Why so?

The changing diesel vehicle landscape in Singapore was one of the reasons. Lowering of diesel tax surcharges on oil-burning cars meant that they make a lot more sense than they did before. That brought an influx of diesel cars into the market, albeit on a slew.

With this greater choice, one would not immediately go for a van when the car can offer the same fuel economy, but with greater freedom and features. Take the 70km/h limit on vans which do not apply on cars, for example, which turned out to be a very annoying thing in the Caddy (not through any fault of the van itself).

The other reason is the vehicle in consideration will be used more than just transporting goods. We need a do-it-all – to bring the dog to the vet, to bring the grandma for dinner and to buy groceries from the market. So a diesel car would immediately come to mind, although Volkswagen says the Caddy Maxi would be available with rear seats too, in due time. And, with all of those stickers of bicycles and sofas on the Maxi, one would be led to think it has a lifestyle purpose too. So it would be right up our alley when picking a vehicle.

You may have noticed this isn’t just a normal Caddy, with the ‘Maxi’ name tagged to it. With its staggering wheelbase, the Maxi is an enlarged Caddy specifically designed for tradesmen and deliveries. That explains its cavernous rear space, which feels unnervingly hollow when one first slams the door shut in the Caddy – it feels like one has just stepped in a huge room! After familiarising with the strange but not unwelcome sensation however, it doesn’t really bother as the Caddy is sufficiently quiet at speed.

It is very car-like too – at least from the front seats. The instrumentation gauges and major touch points are standard Volkswagen high quality fare, although you will get a steering wheel that is plastic instead of leather-wrapped (admittedly, it feels more hardy that way). The dashboard layout reminds of the Touran, although there are thoughtful storage areas everywhere in the Caddy that you wonder why they don’t have in the passenger cars.

Perhaps the most car-like association of all is the DSG gearbox. Seen in nearly every Volkswagen model, it works brilliantly in the Caddy, perhaps almost too well. It is so efficient and so quick, you get to 70km/h in no time and the built-in alarm starts beeping! The engine, however, is noticeably rougher than in the Touran TDI we tried previously.

The handling too, is a tad too van-like for our comfort. The rear suspension feels like a fixed beam, lacking a sense of fullness to the damping, although the front suspension seems to work a lot more familiarly. Perhaps putting a heavier load in the storage space may help to explain away some of the ride irregularity.

There are many thoughtful features in the Caddy that endeared it to us. From the rubber floors of the front row, to the double sliding doors, to the indented soft floors of the storage area, to the little hooks there and here to secure your loose items, it’s clear that the Caddy was built with utility in mind. Attention has been paid to its primary purpose.

Volkswagen will also offer a 5-year / 200,000km on any of its commercial vehicles, which should put your mind at ease if you’re calculating costs for your business. Servicing is done only every 20,000km, which is substantially less frequent than a normal car (half that of a typical Japanese car).

So would we buy one over a diesel car? We’ll have to see that version with seats at the back to be sure, but judging from its price, servicing proposition and extended warranty, it has a strong case for itself indeed, especially if one prizes value and utility over creature comforts. Just remember to tune your driving style to suit the speed limit, or just don’t get on long highway journeys…

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FD2R: 130,000km report

By Gerald Yuen

Can Lenspeed’s staff car survive the treacherous pockmarked tarmac around his neighbourhood?

It’s Boxing Day, and usually busy streets make way for cleaner, emptier roads on a wet morning. From our point of view, this is, hands down, the perfect weather to hoon any member of our staff fleet, and we kick things off with the Honda Civic Type R.

The FD2R has been rather inactive the past few months, and with increasingly intense road works around my neighbourhood to accommodate a MRT station and a viaduct, it serves as a good opportunity to understand the dynamics of this car in a familiar area, yet littered with unfamiliar tarmac conditions.

Not that we must harp on this issue again, but the ride quality in the FD2R over bumps is still far from pleasant. Amplified with resurfacing works just 50m away from home, you could literally feel the suspension “working” with minimal travel before the fluids warm up, with the harsh damping always suggesting that it should best be left toiling on track. It’s a huge pity, really, because that impedes the way I want to wring its neck once the roads are patched up (hopefully by the end of 2015!).

Even when it gets a clear sighting of open roads, slight tarmac irregularities will still hamper my urge to keep the revs hovering as high as possible. The chassis is rock solid and only works well on tarmac as smooth as salt plains – no less than that. Actual fun begins on days where I actually find a clean-shaven piece of road, allowing me to utilise the K20A without fear of losing traction. Still potent and urgent, this engine, I dare say, is still one of the most flexible 2.0-litre powerplants I’ve laid my hands on – with an addictive soundtrack to match. Impressive, considering that it has now been given proper lashing well over six figures of mileage.

For now, it seems that I’ll have to live with bumpy roads for a year at least, before getting to enjoy the car right from the get go!

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A thoroughly contemporary Swede

By The Lenspeed Team

There are a few brands out there known for building desirable wagons. One is Audi for their Avants, which are often more desirable than their sedan counterparts. Another is Volvo, thanks to its family-friendly image and focus on safety. Although not immediately apparent as a Lenspeed candidate, Volvo claims that its V60 will blend the versatility of an estate with the dynamic handling of a sports sedan. And that has piqued our interest. Let’s see if that claim holds any water.

There is much to admire about the looks of the V60. Every angle you turn, the car is effortlessly stylish, compact and svelte. On this test car, the rims don’t quite bring out the best in the car and neither does its black paintwork, but I cannot deny that this is truly one handsome car. My favourite design line runs across the belt line, curving every so slightly above the wheel arches and tapering off beautifully at the rear. It’s organic, and in a way almost modeled after a living thing. The twin tailpipes and daytime running lights also elevate its appeal among the style conscious. For those who like attention to detail, Volvo has also relocated its previously visible washer nozzles on its bonnet to underneath it to add to its aesthetic appeal.

Step inside and the first striking thing are the leather seats. Lovingly sewn together with fine stitches, the stupendously soft nappa-like leather wraps you in warmth as you place yourself inside the oasis of calm. I would go so far to say that the seats are the main highlight of this particular V60! They have to be tried. Here are more photos of the sumptuous leather seats:

The two-tone colour is also very appealing!

Some parts of the seat make it feel like a carefully made baseball glove.

The other details are typically Volvo, from the big buttons on the steering wheel (seemingly built as such to be pressed with thick winter gloves) and the delicate buttons on the centre console. Although everything is quite highly quality it does seem to lack the last edge of finesse in finish that you’d find in the latest German rivals.

One thing that we did like very much is the brushed metal accents around the interior, which just feels very expensive.

If you’re curious, the boot space is also practical (430L, 1241L with seats folded) although the wonderful exterior profile does mean you have quite a low ceiling that can sometimes catch out large items and also taller people sitting in the car.

So how does it drive? It’s worth pointing out that the car came with a host of safety features, including the ingenious City Safety. This works up to speeds of 50km/h and will brake for you if it senses that the driver fails to react in time to a vehicle/object in front. It’s usually passive, but it activated on my drive when I was entering a car park, at the gantry barrier. Because I usually approach the barrier quite quickly and closely, the car sensed its presence and braked hard to ensure that I did not proceed further. Although I was confident I wouldn’t hit the barrier, it made doubly sure I wouldn’t anyway. A nifty feature, especially for people like my dad who may not pay that much attention to the road.

The T4 engine in the test car is the only petrol variant you can choose from and the only other available option is the highly frugal D2. In numbers, it compares as how you’d expect with the diesel – less torque, higher bhp, higher FC and CO2 emissions. The T4 won’t get the $15,000 CEVS rebate that the D2 would enjoy too.

But the upside is that you do get a smoother, quieter engine. I’ve tried the D2 engine, albeit in the V40, and it proved to be quite gruff and unrefined. The T4 on the other hand feels very well sorted, delivering a good pace in the low-end and aiding in spirited driving. It’s worth revving the engine out to its top end as it does have a good spread of power, though you may just not bother because the car doesn’t have any paddle shifters to make it easy for you to play when you want. Thankfully, the engine is happy if you just allow it to sit in the background and do its business. Unfortunately, it doesn’t return really good fuel consumption although it just about hits the mark for its capacity and output.

Interestingly, if you walk into the showroom now and order a new V60, you can only get the D2 as the T4 has been phased out for the Singapore market…

In the handling stakes, the V60 will be a bit of a surprise for a Volvo. Riding stiffer than any other Volvo I can remember driving, the damping feels more sporty than school run. It’ll allow you to drive the car quite hard and not feel like you’re making a fool of yourself hauling an estate around corners. It’s a understeer-biased handler, but this is no bad thing as it is highly predictable in its responses. The thing that lets down this potential sportiness is its steering, which feels slow-witted and a bit too lazily geared to make the best use of the car’s chassis.

So, does this estate live up to its maker’s claims of being both versatile and sporty at the same time? We think it does above average in both respects, but it’s not a class leader by any means. What it is, however, is a highly competent and accomplished wagon if assessed independently of any other car. We’d go for a diesel though, but with a quieter engine than the D2!

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Range increases, but looks wrong lipless

By James Wong

It’s been a while since I last checked in with a staffer update, so here’s what’s been happening with this 320bhp monster.

It feels like the S204 has settled down to a comfortable routine the last few months as it has been running like clockwork without a hitch at all. The engine starts strong and true every morning, all fluids are in check and the tyres are wearing down nicely. Even the air-conditioning is holding up well on a hot day despite repeated usage. I guess this is a taste of what Japanese reliability is all about.

A couple of weeks back the Pivot boost controller’s backing gave way, and the controller plummeted to the floor causing it to snap apart from the connecting cable. I was secretly happy this happened as I never used it anyway and the car feels no different without it.

The suspension noises which have been around have not gotten worse, but it is quite annoying though not enough to justify a whole new suspension set yet. The COE renewal date is looming and once that is done (or if) I’ll get this along with other issues sorted.

It has also surpassed 100,000km. It’s a nice milestone and like when I crossed it in my MkV GTI it was pretty satisfying knowing the car was well-engineered enough to last at least that long. It feels like it can go another 100,000km!

Also, a pleasant finding in the last two fuel top-ups is fuel economy – the car is managing to hit at least 400km quite comfortably before needing a re-fuel, something it only ever did once before. I’m not sure what’s causing the good economy but our Lenspeed debates point to a thinning engine oil viscosity as it ages, together with cool weather which may mean the turbos are working more efficiently. With the lower fuel prices recently, it means the S204 feels cheaper than ever to run, which is great considering the sort of performance you get. 8km/l is really not that bad at all!

The last thing to sort in 2014 for the car is its front carbon fibre lip. It’s been out of the car for a long while now, and while in the beginning I thought I didn’t really care for the look of the car without it I’ve come to feel that the car really does need it on. It’s OK if the rest of the car looks coherent but in this case, the front looks too tame and is a mismatch with the rest of the car. So, I’ve decided to put it back on. Thing now is I have to restore the lip and find some way to better protect its surface before I do it. If you have any recommendations on good CF experts, please shout!

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