manual | LENSPEED

By Team Lenspeed

It has been a while since we posted an update of our staffer – the Citroen DS3 1.6THP. It has 140,000km on the clock, and I have to admit that the engine is starting to show signs of exhaustion – puffing away whenever the revs climb past 4,000rpm.

Other updates include fresh Bridgestone RE003 rubbers (replacing the RE002), a fresh coat of grey paint to replace the maroon roof and side mirrors and a de-badged DS logo on the front – primarily because it is starting to tarnish!

When looked in its entirety, we would be better off with a more reliable Japanese hatchback. But its quirks sometimes make it a more enjoyable experience.

More updates soon as it pushes past 150,000km…

May 18, 2017

Quick spin: FD Honda Civic 1.8 Manual

I recall a couple of years ago when I managed to try a FD Honda Civic equipped with an automatic gearbox, and came away thoroughly impressed by how relevant this engine/gearbox partnership was for local tarmac. Now, we sample the same engine version, but with a 5-speed stick shift – did we like it?

Given that the car is 9.5 years of age, this FD Civic feels extremely fresh, with interior trimmings and leather all well in tact, apart from understandable wear and tear from the gear knob and handbrake lever. It has clocked 162,000km – a fair figure taking into account its age. But to be honest, we weren’t expecting the motor to be as creamy as newer units. But we were wrong! Just like any other Honda engines, this R18 unit feels very eager to rev. It might be torque-lite, but its flexibility spurs you on to push the needle clockwise, and you’ll be rewarded with a purposeful, linear surge from 3000rpm.

It might be lacking in tech gizmos, but it makes up for these with an honest driving experience, which is key (for us at least!) to put a wide smile on our face. With a character so undiluted, it endorses our stand that tech-laden cars are losing its focus on the driver, and concentrating on other aspects that target the tech-savvy public. But at Lenspeed, we prefer to turn back time to be involved with less complicated, more engaging cars just like this FD Civic – an emotive tool without compromising on family practicality.

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.

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.

Posts tagged ‘manual’

FROM KUALA LUMPUR, MALAYSIA