LENSPEED

Techno Infiniti

By The Lenspeed Team

Lenspeed was thrilled when Infiniti invited us to come by for their drive experience last weekend. As one of the younger brands in Singapore, we were keen to learn what their cars were all about. After all, there must be something about the cars which contributed to the 384% year-on-year growth in vehicle registrations in Singapore for the brand. Granted, it started from a low base, but that is still a stunning figure.

At the admittedly early start to Saturday, we got to sample the Q50, Q70 and QX70 – but it really was the Q50 2.0t model which we were most interested in, since this is the model that has found most favour among Singaporean buyers, according to Infiniti.

The line-up of cars at first sight wasn’t a disappointing view. With cars in various hues, some from Singapore and some from Malaysia, sitting resolutely next to each other, it was a better wake-up call than caffeine.

Step inside the swanky indoor lounge area and you’ll be greeted by a setup that has completely transformed the area into an Infiniti aficionado’s dream. We of course gravitated towards the cars on display, the Q50 and Q70. As it was the first time we have ever seen a Q50 up close, we slowly laid our eyes on its swept bodywork and appreciated the lines. It is no doubt a good looking car, with wonderful proportions that hint of a rear-wheel drive chassis, thanks to wheels that are pushed to the edges of the car. The result is definitely arresting, but we are not sure if it is a design that will stand the test of time 15-20 years down the road.

Jumping into the interior, we were pleasantly surprised by the classy padded leather lining the door panels, a much better execution than the gathered leather style of some rivals. The centre console layout is alright but not inventive by any margin, and we did note that we preferred the classic Infiniti design of the Q70’s centre console with an iconic “hump”.

With that initial introduction to the car, we were more than ready to hit the road.

The drive experience consisted of testing the Around View Monitor (Infiniti’s version of a 360-degree camera), demonstrating Direct Adaptive Steering (DAS), doing an Avoidance Test and finally a road tour.

Around View Monitor

To be brutally honest, this technologically is not a novelty by any measure. From Volkswagens to BMWs, area view cameras have been around for quite some time now, assisting worried drivers all over the world when they park in tight spaces.

But this experience really demonstrated the accuracy and dependability of the system well, with climbing into a blacked-out cockpit of a QX70 being the first step of the exercise.

You will be disarmed and even confused, as you will be instructed to start driving without having any view of the road in front at all.

But Infiniti’s AVM is wonderful, working like a charm on the carefully laid out obstacle course. Sometimes, you will not put in enough steering lock, but the guidance lines on the screen will ensure you will drive with pinpoint accuracy and correct yourself.

It’s brilliant. Other than cutting off every 4 minutes or so as an automated function, the exercise really showed that one day, these cars can probably drive themselves because it’s so easy to do so.

But in order not to overstate it, we would say it is a good marketing exercise rather than showing anything revolutionary – it’s tried and tested technology after all.

Direct Adaptive Steering (DAS)

While initially looking like a gymkhana course, one instead was asked to experience a Q50 equipped with the DAS system and one without.

This was a very telling exercise, as you got to try both cars back-to-back.

In isolation, you would never notice DAS is there.

But when you try the Q50 without DAS, you will realise quite acutely how much the system assists you in your sharp turns. Having sampled both systems, we would say that if you haven’t tried DAS, you are unlikely to feel like you’re missing out on anything. However, if you do try it, you will probably want it in your Q50. We’re happy to drive one without though, as the non-DAS setup does feel more predictable and conventional, and thus perhaps more comfortable to use.

Avoidance test

This is the part of the experience where you’ll be able to accelerate the car the most, having an opportunity to feel how the car tackles an emergency lane change situation.

This is where the car impresses the most. Although offering all the luxuries of a full-fledged sedan, the car is sharp in its responses, with the electronic safety systems reigning the car in admirably even in extreme situations. In my first try I was a bit too quick with my steering, yet the car remain composed and stable. In my second try I tried a gentler approach, and the car took it even better.

However, we did note that with the 2.0t engine, the car seemed to be able to handle a lot more torque than what it currently has. We quickly realised this too when we brought it out on the road.

Road tour

Although we had a test route that was too short, at least to Lenspeed, it was enough to discover some nuances about the Q50 which we never knew about.

For instance, before you move off, you depress a foot handbrake which seems a little old school in what is supposedly a high-tech sedan!

The steering also feels artificially heavy, although when changed to normal mode it was much better.

The engine and gearbox are both items straight from Mercedes, which is a selling point oft quoted by would-be buyers. However, in isolation they are good, but not fantastic. The engine is smooth and sounds quite good if you push on a little harder, but it does seem to lack some torque. Where the previous 1.8T in the W212 Mercedes was a little too peaky in its delivery, the 2.0t feels a bit too leisurely. There is no mistake though that the car is fast; it just doesn’t feel that way, maybe because of its linear delivery.

There was no chance to test out the fuel consumption or indeed the finer intricacies of the ride quality, but do look forward to a more comprehensive test of the Q50 here on Lenspeed when we take the car out for an extended period after the drive experience.

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With all of the technologies above, we found every single one of them to be directly applicable for Singapore driving, which is a boon, as some technology can find its way into cars without ever being used.

They all work in the background and are only called upon when you need them, which is how it should be. If the implementation of the future of technology in cars are all done like Infiniti’s execution, motorists should be very glad indeed.

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Citroen DS3 100,000km report

It took us only four years to pile on a six-digit mileage, and yes, that comes as no surprise because the DS3 has always been the preferred family car of choice, even when we had the VW MkV R32. Comparatively, it’s more efficient, lighter and arguably more fun thanks to the 6-speed stick shifter.

The ownership experience wasn’t entirely smooth sailing to begin with.. a couple of hiccups with the battery and one major incident involving the high pressure fuel valve led us to call for the tow truck three times in total. It was during those “dark days” where we felt that the DS3 has serious reliability issues. But once we got it sorted, it proved to be a decent hauler – it hasn’t skipped a heartbeat for one full year. Pretty impressive!

The 100,000km servicing included an engine oil, brake oil and gearbox oil change, over and above a rotor swop and air filter change next week. The experience these four years has been bittersweet so far, but I’m leaning towards a greater liking for the car, especially when the running costs are not extravagant. It consistently managed 14.5km/l on a full tank (600km for 41 litres).

We’ll report back in for more updates!

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SMSA Gymkhana Series Round 2

We just returned from Round 2 of SMSA’s Gymkhana Series over at Aviation Park Road. It’s pretty enjoyable to notice such a close-knit bunch encouraging each other to better individual lap times. Yes, it’s a battle against the clock, but we reckon that gaining a feel of your car on the limit is more satisfying than focusing on improving lap times. That would indirectly translate to faster times if the fundamentals are dealt with. Will Lenspeed ever partake in a future Gymkhana Series? Why not!

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Driven: Suzuki Solio

Text and photos by The Lenspeed Team

A recent trip to Japan unraveled that Solios are actually all the rage there. With Tokyo being one of the largest urban metropolises in the world, this makes sense. As it would in our small, cramped island. The Solio is a Big car packaged in a Ultra-small car. It’s very, very clever, and would make you feel very smug indeed. If you’ve bought one, you’d know. OK, it’s not actually a new car per se – the Solio in Japan has been soldiering on for a while now, but only very recently have movements in COE prices allowed for the Solio to gain some ground in Singapore. But we can’t stop raving about it, just because it’s that good for Singapore conditions. Highly recommended. Let’s explore why:

You’d have even more interior space than some full-fledged sedans. In fact after the test drive I constantly marveled just how much larger the car felt on the inside, when compared to how it looks on the outside. You get an aircraft-style tray table behind the front seats, cupholders everywhere, a fully foldable rear seat that will yield to a flat floor, and comfy, giant rear seats that recline to pretty swell angles. The automatic rear sliding doors are a real boon. A magnificent one – getting out of tight car park spaces has never been easier.

You get a frugal 1.2-litre engine that puts the Solio comfortably in Category A. We managed to hit 23.2km/l on just a casual spurt on the highway, and we are confident that an average of 13km/l in the real world is entirely achievable (even with an arctic cold A/C). Although it has a small fuel tank, it still has a healthy range. The CVT gearbox pairs very well to the engine too, delivering performance that hints of a van on a hurry.

Overall length of 3.71m and width of 1.62m means the Solio is one of the shortest and narrowest cars you can buy. So tight car parks are never an issue while you see S-Class drivers struggling to get their cars to fit in the lots. It’s the Solio’s natural environment. You also get paltry 165 width tyres, which are quiet, light on the earth and surprisingly grippy.

At 1.77m high, the Solio is taller than it is wider – rare in the car world, but par for the course for the commercial vehicle world. So you get all of the benefits of a van, and all of the benefits of a normal car too. We can’t seem to find a drawback.

A 5-year warranty means you’d get an added peace of mind, as if Suzukis aren’t already reliable!

You get Bluetooth, navigation, xenon lights, expensive looking alloy rims, electric doors – yet this is one of the cheapest cars in the market!

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Mercedes-Benz Museum

By Team Lenspeed

Even if you’re not a diehard fan of the Stuttgart-based company, a step into the Mercedes-Benz Museum will widen your perspective about cars, and allow every car fanatic to understand the evolution of the automobile right from the very start. Nestled in a compound that also houses the Daimler HQ, Research and Development Centre and testing facilities, it gives guests a first hand glimpse of how far it has come even before the invention of the steam engine. If you’re in Stuttgart and apportioned a great deal of time for this museum, I reckon that you would not be disappointed. You would be greeted with a museum architecture that is futuristic, serving as a perfect contrast to the timeless contents within that would be worth millions by modern standards. Enjoy the pictures!

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Driven: VW Scirocco 1.4 TSI

Thoroughly competent coupe takes to the open roads in Singapore

By Team Lenspeed

We’re huge fans of modern Volkswagens, not from a driver-centric standpoint, but we appreciate its ability to be effective on literally any type of traffic condition. Even in base-spec VWs, these force induction 4 potters produce more than sufficient punch to pull you out of sticky situations. Now, the Scirocco is the latest car in the family to utilise the 122bhp 1.4-litre TSI motor. How will this pan out for a car that sits comfortably in the Category A COE bracket, while boasting head turning looks especially in this Flash Red hue?

First things first. This is the facelifted Scirocco, and you could tell it from a couple of aesthetic changes. The headlights are largely unchanged apart from the LED contour beneath the xenon light, and the front air intakes are now accompanied by what Volkswagen label as “aerodynamic blades”. Over at the rear, you’ll notice a slightly revised rear bumper. But what’s important here is the VW emblem that now doubles as a boot latch just like the Golf – a neat touch taking into account that you had to unlock the boot from the driver’s seat in the predecessor.

It’s interesting to note how well specced the Scirocco was at least for our test unit. There’s a panoramic sunroof, bi-xenon headlights with separate LED daytime running lights and a rear view camera. And we’re told that these are only available for the “Equipment Pack” (EQP) variant for a cool S$15,500 premium (for a grand total of S$141,800). Don’t get too excited yet if you’re scrolling through the interior pictures, because the triple gauge cluster and DCC (suspension setting) is only available in the test unit. But you’re still getting the flashy 18” rims, a flat bottom steering wheel and a “RCD 510” radio – that’s still pretty well equipped for a base-spec Roc. And we reckon that this is as good as it gets in terms of equipment levels, as I’m sure the product specialists at VCS would have done their homework to fit the Scirocco into the appropriate target segments.

How does it drive, then? To be honest, it drives very similarly to other Volkswagens. The power delivery is consistent throughout the rev range, with the low-end grunt of the 1.4-litre TSI unit gathering a peak torque of 200Nm way under 2000rpm. That’s not a stratospheric figure, and it won’t set your pants on fire if you put pedal to metal. But allow the light pressure turbo to spool and you’ll be covering ground at a respectable pace. You’ll be disappointed if you treat it as an out-and-out sports car, but the Scirocco (at least in VCS-spec) was never intended to be that hardcore right from the get-go. If you dial it up a notch, you’ll find that it’s a pity VCS didn’t include DCC as standard. Because the Scirocco’s character is best suited when left in “Comfort” setting, as it soaks up bumps much better than “Normal”. The sportiest suspension would be best left untouched if you’re pottering about ripped tarmac.

We’ve managed over 400km on local roads over the course of three days, and its safe to say that we’re more surprised by its eco-friendly credentials, although it looks far from green-centric. Interestingly, the Mk7 Golf 1.4 TSI comes with a “Coasting” function that reduces “mechanical drag” by decoupling the engine from the transmission to save on fuel. Not for this Scirocco. But we’re not really complaining if it can rake up more than 750km per tank – impressive number given that its running on rather broad 235/40R18 rubbers.

There are not many competitors in this segment for the Scirocco, especially at this price range if we factor in style to accompany performance numbers. And we reckon that’s why the predecessor was such a massive hit. But the game has changed significantly over the past four years with loan restrictions playing a major factor in consumer buying habits. Would you splash the cash on a brand new Scirocco? That boils down to how much you’re willing to sacrifice practicality for a perceived increase in style. Opt for the Golf 1.4 TSI with EQP if you prefer to play it safe. But this Scirocco won’t be bad a choice either if you want a quirky touch as a daily drive.

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The lost art of stick shifts

As the industry moves towards full-fledged automation, Lenspeed laments the dying art of self-serviced satisfaction

Team Lenspeed

Manual gearboxes are an increasingly rare option in Singapore. To put things into perspective, there’s absolutely no reason why drivers nowadays should opt for the old school stick shift to go about their daily commute. It requires the coordination of two more limbs, hinders your movements when you style your hair at 50km/h and yes, it holds you back from answering the phone on the move.

Couple these with cars that are primarily fitted with automatic gearboxes as standard when we look into the local context. You can opt for a manual, but that would come at a hefty cost at point of indent. Automatic cars allow the driver to “hoon” the car faster, too. Simply put pedal to metal, and let the electronics settle the rest. And with the proliferation of smooth, fast and efficient automatic transmissions, there is no way a manual gearbox can match them – pound for pound.

So, it’s a lost cause for the stick shift, yeah? Not really. Majority of the German population are still opting for the old school approach when acquiring modern cars. You might argue that the autobahns require less shifting action than congested Singapore, but other than cost savings, the manual gearbox is the preferred choice for most Europeans – ladies included!

Why then, is a manual gearbox favoured? In my opinion, nothing can replicate the feeling when you shift through the gates, managing the clutch and biting point along the way. You can gather a deeper sense of communication with the car, too. I call this an intrinsic feel – a sensation only a traditional petrolhead can understand as those who haven’t driven a manual will only marvel at the prospects of faster, better technology. But are they necessarily more fun? I beg to differ.

Fun can be had with mainstream cars, too. An aging car with a couple of years left on the COE cycle can be more fun than a new, tech-laden car. If your sense of appreciation for the stick shift spans way beyond technological advancements, you’ll understand where I’m coming from. And this, I reckon, is the beauty behind the more traditional way of driving.

While manual gearboxes keep you dialed in the action, this can translate to the need for more concentration behind the wheel, too. And yes, having no hands for the smartphone is a good thing – even when Whatsapp is crying out for your response!

But that does not mean fun will be entirely diluted without a physical shifter. The BMW i3 focuses on the future; even the gear knob is located on the steering column, integrated with the ignition button in its bid to save space on the centre console. In spite of the tech-centric focus, there’s genuine fun behind the wheel to keep keen drivers engaged, with the chassis, tyres and battery working in unison to supply instantaneous, authentic excitement. We’d still opt for a stick shift in an i3 but that wouldn’t be possible!

The next time you’re on the hunt for a daily drive, keep an open mind and place a couple of cars with a manual gearbox on your shortlist. For all you know, you might be smiling more than ever during every commute – for the self-serviced satisfaction can never, ever be overpowered by a smarter machine.

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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.

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