Torque Singapore – August 2018 by bao vu

WHAT’S THE DREAM FAMILY-CAR FOR THE PETROLHEAD?

AUGUST 2018 | S$6.90 | RM9.50

www.torque.com.sg

SINGAP NO. 1 MO ORE’S CAR MA NTHLY GAZINE *N IE L SE N ME IN DE X 2 DIA 017

2-LITRE SPORTS CAR BATTLE

JAGUAR F-TYPE vs PORSCHE 718 CAYMAN

NEW KIA CERATO K-POP STAR OF SENSIBLE 1.6-LITRE SALOONS

PLUS

SUV WORLD WAR – UK & US vs GERMANY & JAPAN

MINI COOPER COUNTRYMAN & JEEP COMPASS vs VOLKSWAGEN TIGUAN & HONDA CR-V

CONTENTS ON THE COVER

24 32 48 58

WHATâ&#x20AC;&#x2122;S THE DREAM FAMILY-CAR FOR THE PETROLHEAD? MINI COOPER COUNTRYMAN & JEEP COMPASS vs VOLKSWAGEN TIGUAN & HONDA CR-V JAGUAR F-TYPE vs PORSCHE 718 CAYMAN NEW KIA CERATO

SUV WORLD WAR

COOPER COUNTRYMAN vs COMPASS vs TIGUAN vs CR-V

PG A6

FORWARD-LOOKING EXECUTIVE

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ES STANDS FOR EXCEPTIONALLY SPORTY ES

DRIVES

MINI COOPER COUNTRYMAN vs JEEP COMPASS vs VOLKSWAGEN TIGUAN vs HONDA CR-V

PORSCHE 718 CAYMAN 2.0 vs JAGUAR F-TYPE 2.0

KIA CERATO

LEXUS ES

AUDI A6

TORQUE SHOP #8

FEATURES

CONTENTS

TECH: TORQUE SHOP #8 Our trusty mechanical engineer is here to help these motorists who are faced with car suspension issues.

PLAY

TIME: RED DOTS The “little red dot” turns 53 this month – happy birthday, Singapore, it’s “time” to celebrate with these dashes of red.

THINGS

FARE

TIME

THINGS

REGULARS R

6 8 12 14 16 6 18 8 22 24 26 94 9 96

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EDITORQUE POSTBOX NEWS FACES ANALYSE THIS BEHIND THE WHEEL HER WORLD OF MOTORING ED LIB INTERNAL KONGBUSTION BUY REAR VIEW

K IS OK K stands for Korea. South Korea, to be exact – not its northern neighbour, whose leader travelled to Sentosa for the Trump-Kim summit in Singapore. When he was in town, the hermit kingdom’s Chairman Kim Jong-un didn’t ride in a specially commissioned SsangYong Chairman. Instead, his motorcade had a MercedesBenz S-Class Pullman and a Maybach 62. One of the German limousines was a decoy for security reasons, but both the stretch limos were likely to be bulletproof. The dictator’s choice of car was probably dictated by availability, the level of onboard comfort he wanted, and suitability for the very very important task of transporting a VVIP. If the two Koreas ever reunite, Kim can eat the best kimchi in Seoul and park really good Korean cars on his Pyongyang porch, such as Kia’s Stinger (pg 26) and Cerato (pg 58).

EDITOR DAVID TING davidt@sph.com.sg

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BOOSTING TORQUE CHRISTOPHER TAN

JEREMY CHUA

He is of the opinion that clear and tightly-enforced regulations are necessary start points for any enterprise (pg 16).

Our senior writer shares his fantasy of a car lover’s paradise, which is a kingdom with him as its absolute ruler (pg 18).

LYNN TAN

DR KONG YONGYAO

She says that unlike mathematical equations, gender stereotyping has a less definite answer (pg 22).

DR ANDRE LAM

EDRIC PAN

A recent family road-trip has got him dreaming up his ideal MPV, a Volkswagen Touran GTI (pg 24).

The enlightened petrolhead sings the praises of the Kia Stinger (pg 26).

SARJEET SINGH

TOH YONG CHUAN

TONY TAN

LIONEL SEAH

SHREEJIT CHANGARTOH

GROUP EDITOR-IN-CHIEF CAROLINE NGUI nguislc@sph.com.sg

GROUP EDITOR RAYMOND GOH raygoh@sph.com.sg

EDITORIAL CONSULTING EDITOR CHRISTOPHER TAN christan@sph.com.sg EDITOR DAVID TING davidt@sph.com.sg SENIOR WRITER JEREMY REGAN CHUA jerechua@sph.com.sg SENIOR MANAGER, ADMINISTRATION AND EDITORIAL SUPPORT UNIT JULIANA CHONG julianac@sph.com.sg EDITORIAL SUPPORT MANAGER ALICE HAN tayaha@sph.com.sg ADMIN ASSISTANT HO MEI SAN meisanho@sph.com.sg

CREATIVE ART DIRECTORS JASON TAN jasontan@sph.com.sg MICHAEL CHIAN cmichael@sph.com.sg ORLAND PUNZALAN orlandsp@sph.com.sg ASSOCIATE ART DIRECTOR ASHRUDDIN SANI ashdin@sph.com.sg CHIEF PHOTOGRAPHER VERONICA TAY verontay@sph.com.sg EXECUTIVE PHOTOGRAPHERS FRENCHESCAR LIM frenchl@sph.com.sg TAN WEI TE tanweite@sph.com.sg PHOTOGRAPHERS DARREN CHANG darrenc@sph.com.sg VEE CHIN veechin@sph.com.sg ZAPHS ZHANG teolc@sph.com.sg ANGELA GUO angelag@sph.com.sg VIDEOGRAPHER GONG YIMIN gongym@sph.com.sg

BRAND LAB

PUBLISHING SERVICES

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TEAM HEAD ALICE CHEE siewyuen@sph.com.sg

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ASSOICATE EDITOR SHAIRAH THOUFEEKH AHAMED stahamed@sph.com.sg

SENIOR EXECUTIVE MUSTAPHA MOHAMED musmohd@sph.com.sg

SENIOR WRITER NIDA SEAH seahnida@sph.com.sg

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ADVERTISING SALES GENERAL MANAGER PANG LEE CHENG panglc@sph.com.sg SENIOR ACCOUNT MANAGER RAY QUA

MARKETING TEAM HEAD VICKY YONG ASSISTANT MARKETING MANAGER NUR KAMALIANA SULAIMAN

NEW MEDIA DIRECTOR, PRODUCT & INNOVATION FAITH YOONG faithy@sph.com.sg DIGITAL MARKETING MANAGER SERENE ONG faithy@sph.com.sg SENIOR MARKETING MANAGER JUSTIN CHONG cjustin@sph.com.sg

CHIEF EXECUTIVE OFFICER LOH YEW SENG lohys@sph.com.sg STRATEGIC PLANNING DIRECTOR FOONG SEONG KHONG foongsk@sph.com.sg PUBLISHING SERVICES DIRECTOR LEONG TSCHENG YEE leongty@sph.com.sg CORPORATE COMMUNICATIONS HEAD CHIN SOO FANG soofang@sph.com.sg VICE-PRESIDENT, HUMAN RESOURCES IRENE LEE leebl@sph.com.sg TORQUE IS PUBLISHED BY SPH MAGAZINES PTE LTD 1000 TOA PAYOH NORTH, NEWS CENTRE, ANNEXE BLOCK, LEVEL 8, SINGAPORE 318994 TEL: 6319-6319, FAX: 6319-6055, E-MAIL: magtorque@sph.com.sg AD SALES ENQUIRIES TEL: 6319-6326. DISTRIBUTED BY CIRCULATION DEPARTMENT, SINGAPORE PRESS HOLDINGS LTD. PRINTED BY TIMES PRINTERS, SINGAPORE. SINGAPORE REGISTRATION NO. 196700328H. SPH MAGAZINES REGISTRATION NO. 196900476M, ISSN 0218 – 7868, MCI (P) 111/09/2015, KDN NO. PPS 1718/12/2012 (022889). DISTRIBUTED IN HONG KONG BY FOREIGN PRESS DISTRIBUTORS LTD. ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED IN ANY FORM OR BY ANY MEANS WITHOUT THE WRITTEN PERMISSION OF THE PUBLISHER. THE VIEWS AND OPINIONS EXPRESSED OR IMPLIED IN TORQUE ARE THOSE OF THE AUTHORS OR CONTRIBUTORS AND DO NOT NECESSARILY REFLECT THOSE OF THE PUBLISHER. FOR BACK ISSUES, E-MAIL circs@sph.com.sg. TO SUBSCRIBE ONLINE, VISIT WWW.TORQUE.COM.SG

Executive, Editorial Support WENDY WONG wwong@sph.com.sg is available aboard Singapore Airlines Economy Class.

AUGUST 2018 TORQUE

POST/MAIL OF THE MONTH

POST YOUR QUESTIONS,

comments or suggestions on our Facebook page (www.fb.com/torque.singapore) or e-mail us (magtorque@sph.com.sg).

(THINKING OF) WRITING ABOUT CARS EDWIN SEAH  I have gathered just enough courage to e-mail Torque on a super-random topic. I am 35 years old with two children, and working as an account manager in a pharmaceutical company. It could be a mid-life crisis, but I’ve always had a love for cars and writing, so I thought the best way to marry these two passions of mine is to explore writing on everything car-related. Your editor must have entertained numerous such requests, and I do apologise if this sort of e-mail is annoying. But if I could ask – what directions and advice can Torque give me so I can have a slight chance

of working on automotive articles such as the exciting contents in your magazine? Thank you for your time and have a pleasant day. Torque Yes, we have entertained numerous such requests, but this sort of e-mail is not annoying at all. It’s encouraging instead, because it reminds the Torque editorial team that being a motoring writer is a pleasure, a privilege and a passion all rolled into one occupation. Edwin, we could have a chat over coffee in SPH News Centre when you drop to collect your goody bag for this issue’s Post/Mail of the Month. – David Ting, editor

MORE CORPORATE, LESS INDIVIDUAL

PATRICK PHUA  Individual readers cannot move the market. Torque should target corporate customers such as hotels and airlines. For instance, I see Torque magazines on the plane when I travel with SIA. It seems to me that there have been fewer “Guess The Car!” contests on your Facebook page and fewer events by Torque. My brother and I really miss those good times spent at Breakfast With Torque. I want the magazine to succeed and have more great years ahead.

WRITER OF THE BEST POST/MAIL THIS MONTH WINS A TORQUE GOODY BAG WORTH $150!

Torque Thanks, Patrick, for your suggestion and support. Our “Guess The Car!” contests on our Facebook page in recent months may appear to be less frequent because of our other, equally popular online contests which are run regularly, such as “Caption The Photo!” and Shaw movie-ticket giveaways.

DIGITAL SUBSCRIPTION “ISSUE”

KYVEN OON  I subscribed to Torque and encountered an error – I wasn’t able to download the magazine. Can you advise on what I should do? Torque Thanks for reaching out to us. We checked, and found that your transaction is not in our record as you made a direct purchase with Magzter. We recommend that you file a service report with the digital magazine news-stand or send an e-mail to help@magzter.com.

PHOTOS (TOY CARS & MONOPOLY BOARD GAME) 123RF.COM

SHOWCASE SUPERCARS, AGAIN

HARITH DARWISY  Hi. I’m curious – will something like the Torque “Supercar Showcase” that took place in May 2007 happen again? Something similar, with Carrera GT, Pagani Zonda and, if possible, Bugattis, too, and not forgetting Lamborghinis and Ferraris. Thanks. [Torque Facebook video post: Torque organised its own motor show 11 years ago at Millenia Walk and showcased a special bunch of supercars, which included the McLaren F1, Ferrari Enzo, Ford GT, Porsche Carrera GT, Peugeot RC Cup and the Pagani Zonda Roadster]. Torque Another spectacular “Supercars Showcase” by Torque is possible if all the stars align and the powersthat-be make it happen.

LIKE TORQUE ON FACEBOOK

(www.fb.com/torque.singapore)

Where we interact with our readers, post automotive tidbits and run our popular “Guess The Car!”, “Caption The Photo!” and “Caption The Video!” contests.

* POSTS HAVE BEEN EDITED FOR BREVITY AND CLARITY.

AUGUST 2018 TORQUE

MINI SPECIAL

MY LIFE,

MY WAY

INDIVIDUALS WHO FORGE THEIR OWN PATHS IN LIFE WILL BE DRAWN TO THE LATEST MINI 3 DOOR AND 5 DOOR MODELS.

Expectations are a double-edged sword. On one hand, they can help us achieve our goals. On the other hand, they can be a burden to those who have their own distinct vision of the future that awaits them. This is especially true for unconventional individuals. You know who you are. When you were a child, you coloured outside the lines and used “strange” hues to complete the pictures in colouring books. As a pupil, you remember how most of your classmates wanted to be lawyers, doctors and engineers. When asked, you nonchalantly said you wanted to be an artist, photographer or film director. As an adult, you prefer doing things your own way. While most people get their caffeine fix from established coffee or café chains, you grind your own beans and make your own cold brew. You have a unique career, perhaps something in the creative field. You don’t work regular hours, but the job is nevertheless satisfying. You’re a nonconformist. And that’s why you’re drawn to the latest MINI 3 Door and 5 Door hatchback models. The new MINI 3 Door and 5 Door hatchbacks make even bolder statements with their redesigned exteriors. Like you, they reflect your desire for driving fun and distinctive

designs. Naturally, the MINI 3 Door and 5 Door hatchbacks are emotionally appealing, too. You’ve always wanted things to be done in a particular way, and the MINI 3 Door and 5 Door models cater to this with their wider range of customisation and paintwork options. For even greater individualisation, the MINI Yours programme now allows you to customise LED door sill finishers and side scuttles. Personalised LED door projectors can even project your name on the ground when you open the door to your MINI. How cool is that? As a keen driver, you want a car that’s not only powerful, but responsive, too. The new MINI One 3 Door and 5 Door now uses a turbocharged 1.5-litre 3-cylinder, instead of a turbocharged 1.2-litre 3-cylinder. The MINI One, Cooper and Cooper S 3 Door and 5 Door models also have a new 7-speed dual-clutch gearbox, which replaces the previous 6-speed automatic. Does a quicker gearbox get you to your destination faster? Not necessarily, but that’s not what matters to you anyway. It’s the pleasure you derive from the journey. It’s the expressiveness of the performance delivered by the MINI 3 Door and MINI 5 Door. Now that’s what really counts.

π INSIGHTS & INTELLIGENCE

WORDS JEREMY CHUA

GODZILLA DONS AN ITALIAN SUIT Nissan and Italdesign have come together to create what might be the ultimate GT-R: the Nissan GT-R50 by Italdesign. The GT-R50 is based on a 2018 GT-R Nismo, and perhaps only 50 will be produced. The model was made to celebrate Italdesign’s golden anniversary this year, and the GT-R’s 50th birthday next year. Ironically, it was Italdesign which developed, engineered and constructed the GT-R50, while Nissan was responsible for the coupe’s exterior and interior design! The coupe’s striking elements include a lower roofline, custom 21inch wheels and a more pronounced “power bulge” on the bonnet. The twotone paintwork is a blend of Liquid Kinetic Gray and Energetic Sigma Gold. The cabin is trimmed

in various materials that include Alcantara, carbon fibre and Italian leather. The GT-R50 has plenty of substance to match its style, too. Its twinturbocharged 3.8-litre V6 has been upgraded with components that include GT3 competitionspec turbochargers and larger intercoolers, along with stronger pistons, connecting rods and bearings. As a result, the engine’s output has risen by around 120hp to 720hp, and torque is estimated to be 780Nm. Prices for the GTR50 will supposedly start at 900,000 euros. If you want one but are only reading this now, it may be too late.

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TISSOT SPECIAL

RACING

FOR TIME

Tissot T-Race MotoGP Limited Edition

Tissot T-Race MotoGP Marc Marquez Limited Edition

FUEL YOUR MOTOGP PASSION WITH THESE THREE RACY, LIMITED-EDITION TISSOT TIMEPIECES.

Motorbike racing doesn’t get more exciting than the MotoGP World Championship – the world’s most famous race series for two-wheelers. Tissot’s involvement with MotoGP started in 2001 when the Swiss watchmaker was its Official Timekeeper. Tissot produced the first Official MotoGP Watch in 2003, and this was followed by the Tissot T-Race in 2004. For the 2018 MotoGP World Championship, Tissot has once again created a line of MotoGP watches which will surely entice fans of motorcycle racing, and even motor racing of all genres, as well as active individuals who fancy a sporty timepiece. The Tissot Limited Edition MotoGP range for 2018 comprises six outstanding watches, whose unique features pay homage to the MotoGP World Championship, the daredevils in race suits and the state-of-the-art race bikes. The watches’ unique design details include “Start” and “Go” on the pushers, a bezel that resembles a brake disc and the tyre tread marks adorning the dial. Even the small perforations on the rubber bracelet are similar to the ventilation holes on the rider’s race suit. All watches feature a glass caseback and are presented in a helmet box, which looks so good that it Tissot T-Race MotoGP Jorge Lorenzo Limited Edition

deserves to take pride of place on any display. Three models are the highlights of Tissot’s Limited MotoGP range and for good reason. Limited to 8,888 units worldwide, the Tissot T-Race MotoGP Limited Edition bears the colours of MotoGP and Tissot with an understated black finish and striking red details. The golden case speaks of their winning partnership and MotoGP’s official logo is silk-printed onto the glass caseback. The Tissot T-Race MotoGP Jorge Lorenzo Limited Edition is instantly recognisable by the red and white details (his team colours) on the asphalt dial. Lorenzo’s own official emblem is found on the glass caseback and only 4,999 units of this watch have been made. Spanish rider Marc Marquez is Tissot’s newest ambassador and what an apt one he is! The reigning and youngest ever MotoGP World Champion is also a previous Moto2 and 125cc World Champion. As Marquez’s team colour is orange, the Tissot T-Race Marc Marquez MotoGP Limited Edition features orange highlights on the anthracite dial and orange stitching on the rubber bracelet that contrast with the black and grey PVD case. Every one of the 4,999 pieces will be presented in a helmet box which is inspired by Marquez’s own helmet.

FACES

ARTHUR STORY JEREMY CHUA

WILLMANN π MANAGING DIRECTOR PORSCHE ASIA PACIFIC

A ARTHUR Willmann is one of the few people who can say that their job is the one they were destined for since birth. Born and raised in Stuttgart, the 35-year-old German recalls riding in his parents’ car and passing the Porsche factory on many occasions. His parents even explained what the conveying bridge that connects Plant 2 to Plant 5 is for. Looking back on it now, Arthur says that the fact that his childhood home was closer to Porsche than to the other Stuttgart-based carmaker (Mercedes-Benz) was perhaps a hint of things to come. Arthur first worked at Porsche as an intern in 2005. At the time, he was still a student at the University of Hohenheim, where he studied business administration and economics. After graduating, he joined Porsche’s Digital Marketing department in 2007 and stayed there for four years. During that period, Arthur was part of the team that created the Porsche Facebook page, the first official one from a car manufacturer. From 2011 to 2014, Arthur worked as the marketing manager for Overseas and Emerging Markets. Following that, he had a three-year stint as Porsche’s director for Asia Pacific, Japan, Australia and South Korea.

there are applicants, Porsche identifies with people who have passion. If you have that, there is always a chance.

Arthur chats with Torque about what he wants to achieve at Porsche Asia Pacific, the carmaker’s move to Formula E, and why he thinks the brand will always be known as a sports car manufacturer.

Did your past work experience make you a natural fit for this role? It definitely played a part, but it is also natural progression. Some people asked if I “planned” this career, but I didn’t. Porsche gave me opportunities that I’m truly grateful for, and in so doing, I managed to find a career path where I could contribute back to the brand. My experience with digital marketing was one of the key points. Porsche knew that digital was the future, so I had larger and more important projects under my purview as time went by, and one thing led to another. You must have friends who are Porsche fans. Back then, how did they react to you getting an internship? I felt that Porsche gave me a chance, even though I was inexperienced. That is how the company works – it wants young talent, and people will get appreciated if they perform. My friends think that it’s difficult getting into Porsche, and while it’s true that there are fewer vacancies than

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Did you work on anything significant during your internship at Porsche? I helped with the redesign of the Porsche website. We also worked on improving the user experience. That even involved tracking where the test subjects would look on the site. We redesigned the website and received feedback on a huge improvement in customer experience.

If there was only one classic Porsche model Arthur could own, it would be the 904 Carrera GTS.

Was this project the toughest challenge for you back then as a Porsche intern? No, but it was definitely fun! We weren’t concerned about it not working out. That experience told me that this was the company I wanted to work for. The way the team interacted, their approach to solving problems and challenging the status quo – it was compelling and inspiring.

What do you want to achieve at Porsche Asia Pacific? The automotive industry is rapidly changing. It is becoming more digitised, connected and electrified. Meeting and exceeding customer expectations and experiences in the different markets we handle while managing this transition – these are quite interesting tasks and targets. Do you think that the popularity of the Macan, Cayenne and Panamera models might eclipse that of Porsche’s sports cars? Each of our models is the sports car of their respective segments. They serve their own purpose and I don’t think they eclipse one another at all. On the contrary, having such a model range allows us to produce the best sports cars in the world, like the new 911 GT3 RS. What would you like to have in the next-generation 911? I can’t say what I want, because I have seen the engineers working on the next model. Let’s just say that there are a lot of interesting things to come! [Laughs] Porsche is going into Formula E – is this part of the electrification drive? Absolutely. For us, the idea is to bring technology from the racetrack to the road. In Formula E, this would be sustainability,

efficiency and, obviously, performance. We compete to show what we’re capable of. Personally, were you still hoping that there would be a Porsche LMP1 team in WEC? I think the decision to move to Formula E is the right one. Porsche is still a small company. All the efforts need to be focused on one major racing series. Porsche has won Le Mans so many times. It is time for a new challenge. We’re still competing in the GTE classes and just won both of them this year at Le Mans.

I MANAGED TO FIND A CAREER PATH WHERE I COULD CONTRIBUTE BACK TO PORSCHE.

CONSIDERING THE “WHYS” BEHIND THE NEWS CONSULTING EDITOR CHRISTOPHER TAN

08/AUG

MITIGATING DISRUPTION FROM DISRUPTORS W WITH American ride-hailing giant Uber and Chinese bikeshare operator oBike exiting Singapore within months of each other, consumers are doing one of two things. Those who are directly affected by the exodus are clamouring for recourse. These people are either facing higher commuting cost (a result of diminished competition) or the prospect of never getting their deposits back. From the sidelines, others are wondering if having these “disruptors” in our midst is worth the trouble in the first place, or why the Government had allowed them to come into Singapore. The reactions are understandable, even if they are not entirely justifiable.

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First of all, folks who think companies which offer goods and services at unrealistically low prices will somehow be commercially viable are naive, at best. In the days when Uber was around, it was fighting tooth and nail with arch-rival Grab for both drivers and customers. Armed with tonnes of funds from investors who are suspiciously optimistic, they competed fiercely. Uber, among other things, embarked on an aggressive fleet expansion, while Grab offered ride promotions like they were going out of fashion. Consumers, on the receiving end, were spoilt for choice. Many often paid next to nothing for their rides. Did they think the gravy train would never stop? The same goes for oBike users. Besides enjoying rates which traditional bicyclerental operators could never match, many exploited the lax regime in which bike-sharing

ILLUSTRATION & PHOTO (BICYCLES) 123RF.COM

Clear and tightly-enforced regulations are necessary start points for any enterprise, even those which are beneficial to society.

a day, the average occupancy of buses rarely exceeds 40%,

The sharing of vehicles, from Chinese bicycles to French electric cars, is relevant to big cities such as Singapore but has potential pitfalls.

THE GOVERNMENT DID NOT WANT TO STIFLE INNOVATION, BUT THERE IS NO “INNOVATION” TO SPEAK OF – NONE OF THE DISRUPTORS STARTED HERE. firms operate. Bikes thrown into canals or from Housing Board flats, bikes vandalised, bikes stolen. All these exerted a cost on the community. Now that oBike has packed up, users are asking the Government to help them get their money back. How many of these people were the same ones who had been leaving the two-wheelers strewn about like trash? These people fail to see the irony of the situation. Or they simply refuse to. Either way, the Government cannot sit idly by. It must make an effort to right whatever wrong there is – or at least be seen to be doing so. The Competition and Consumer Commission of Singapore is still deliberating on Uber’s sale of its regional assets to Grab. And at time of

writing, the Land Transport Authority is grappling with issues like unrefunded deposits and abandoned bicycles. This entails no small amount of man-hours, which translates to no small amount of taxpayers’ money. Hence the second group of people who are wondering if Singapore should have granted these “disruptors” access to the market in the first place. So, should we have banned them? No. The transport solutions they brought to the table are relevant in any big city. And like many big cities, Singapore has been struggling to cope with escalating demand for transport (in recent years, coping badly at that). The trouble with urban transport lies with its peakish nature. Morning and evening rush hours account for the bulk of demand. And infrastructure has to be designed to cater to this demand. As a result, over the course of

while that of trains hovers around 60%. So, there is a lot of wasted capacity. It is thus not difficult to see how things like shared bicycles, personal mobility devices, private-hire cars, ride-share schemes and car-share plans can be of help. But that does not mean giving all and sundry a laissezfaire access to the market. The Government had said more than once that it had decided to have a “light touch” approach to regulating these new-age companies because it did not want to stifle innovation. That clearly had not been a good decision. There is no “innovation” to speak of. None of the disruptors started here. All of them had already been operating in other cities. The regulators here could easily have learnt from the experiences of other jurisdictions. It is thus puzzling why they took such a laid-back stance. It would have been far better for everyone, including the disruptors themselves, to have clear and tightly-enforced regulations from day one. They can then factor these regulations into their cost. A decision not to subsidise electric car-sharing scheme BlueSG is thus a wise one. Paris, which had been subsidising the same scheme for the last seven years, has just decided to pull the plug on it. The French capital had spent hundreds of million of euros in tax revenue on the scheme, which remained largely unpopular and unprofitable despite a claimed subscribers’ base of 150,000. There will thus be some consolation should the scheme fail in Singapore, too. GOT A COMMENT? SEND IT TO CHRISTAN@SPH.COM.SG

AUGUST 2018 TORQUE

JEREMY CHUA

AUTO UTOPIA

Our senior writer shares his fantasy of a car lover’s paradise.

W WHENEVER I want a break from work, I head to our office canteen and find a quiet table. Admittedly, it is not much of an escape. After all, my bosses and other colleagues can easily find me. However, what I’m after is just a few minutes of daydreaming and letting my mind wander. And inevitably, I’ll lose myself in my favourite fantasy, which I like to call Auto Utopia. Indeed, when I close my eyes, scenes of unspoiled beaches and Alpine lakes begin rushing by. When they stop, perhaps I’ll begin hearing the mechanical purity of a naturally aspirated flat-6 or V8, with their revs rising and exhausts popping. What exactly is in my driver’s paradise? Well, for one thing, it would be a kingdom of sorts, with me as its absolute ruler. The roads would be designed by me. There would be mountain

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MY DRIVER’S PARADISE IS A KINGDOM WITH ME AS ITS ABSOLUTE RULER.

PHOTOS 123RF.COM

In Jeremy’s Auto Utopia, these signs tell drivers to adhere to the minimum speed limits, which are at least double that of Singapore’s.

passes and country lanes to drive sports cars on, and coastal highways for testing convertibles. Naturally, the tarmac would be so smooth that it would be the envy of Japanese civil engineers. And as the ruler of this kingdom, my main concerns would be traffic laws and driving. My first order of business would be to ban all personal mobility devices. Electric cars are fine, but electric bikes and e-scooters have no place in this part of my mind. Bicycles would be confined to pavements and park connectors. All expressways would have no speed limits. It’s up to motorists to drive at a safe pace that they can handle. If you road-hog, switch lanes without signalling or tailgate others, the penalty is forfeiture of your vehicle. If you’re caught again, you’ll be exiled. On regular roads, the speed signs would be there to remind motorists of the minimum required speed, as recommended by Auto Utopia’s traffic police, whose members are all racing drivers. Shockingly, however, my kingdom will still have speed cameras. In fact, they will blanket the entire country. However, their purpose isn’t to catch those who drive too fast. It’s to nab motorists who are driving too slowly. I’ll be sure to install them around my favourite corners. That’s right – if you take a corner too slowly, you’ll be receiving a summons and getting demerit points. Indeed, I have even imagined myself being pulled over by one of my traffic police officers, who will advise me on how to increase my cornering speed. If I fail to meet the mark a second time, I’ll be subject to fines and demerits, too. I’ll also be installing red-light

cameras at all traffic junctions. But apart from nabbing dangerous drivers who beat red lights, these cameras will also help to catch motorists who react too slowly to green lights. Slow-reacting motorists are one of the causes of traffic jams, and with these cameras, you’ll be getting a summons for failing to accelerate within half a second of the lights turning green. I’ve also dreamt up how to deal with jaywalkers and drink-drivers. First, all pedestrians will be confined to sidewalks, except at designated road crossings. Next, there will be laws absolving motorists from being blamed in the event that a jaywalker is hit. Instead, for causing damage to a car and inconvenience to its driver, the jaywalker will be fined and made to pay for repairs. The fine will be multiplied tenfold if the jaywalker was looking at his phone or listening to music when the accident occurred. Drink-driving would also be illegal. If you’re caught with even a drop of alcohol in your system while driving, you’ll be exiled. Other motoring offences would include failing to service your car and driving a dirty vehicle. After all, we love our cars in this kingdom of mine called Auto Utopia. I would go on, but I’d better get back to my desk. I think I just spotted my Group Editor, who doesn’t look too happy.

JEREMY’S HEAD MAY CONSTANTLY BE IN THE CLOUDS, BUT HE MAKES SURE THAT HIS FEET ARE ALWAYS PLANTED ON THE GROUND.

AUGUST 2018 TORQUE

PORSCHE SPECIAL

MID-ENGINE

MASTERPIECES

THE BLISTERING PORSCHE 718 CAYMAN GTS AND 718 BOXSTER GTS MODELS TAKE MIDENGINE DRIVING PLEASURE TO NEW HEIGHTS. A corner beckons, kerbs on each side. The line forms in your head and you overlay it into your vision. Feeling the vibrant feedback from the steering wheel and through the seat of your pants, you carve like a scalpel through the bend exactly as you intended. You are entertained, exhilarated and utterly in control. Addicted, you aim the car at the next challenge, hungry for more. Welcome to the new Porsche 718 GTS models. The Porsche 718 Cayman GTS and 718 Boxster GTS are infused with even more capability and emotion than the 718 Cayman

S and 718 Boxster S models, combining the sports-car defining dynamics that make these models the industry’s benchmark driving instruments with everyday usability. Whether you’re driving on winding country roads, manoeuvring through the bustle of the daily city commute or setting faster lap times on a racetrack, the Porsche 718 Cayman GTS is all the sports car your heart needs and desires. In fact, the Porsche 718 Cayman GTS is 13 seconds faster around the legendary Nurburgring circuit than its predecessor, the Cayman GTS. Clearly, it has the cachet to

match its badge atop the 718 model tree. Porsche’s engineers have worked their magic and immense technical ability to massage yet more power and revving ability out of the mid-mounted turbocharged boxer engine. Now erupting with 365hp and up to 430Nm of torque in the PDK-equipped cars, the blistering motor will fire you from corner to corner like cannon shells from a battleship. A zero to 100km/h acceleration time of 4.1 seconds tells only half the story of the rapid acceleration and immediate response available with every prod of the throttle. Power, is of course, of little consequence without control, and no other car can match the balletic authority over its faculties that the Porsche 718 Cayman and 718 Boxster have become universally renowned and admired for. With the 718 GTS models, Porsche has given the cars even more dynamic prowess. A direct and intoxicating driving experience is provided by a chassis lowered by 10mm, and married to the Porsche Active Suspension Management (PASM) and Porsche Torque Vectoring (PTV) systems. The Sport Chrono Package included as standard endows the 718 GTS models with a chassis mode switch and a SPORT Response button (with PDK gearbox) on the GT sports

steering wheel for yet more flexibility on demand. Arresting the ballistic progress is a confidenceinspiring and equally powerful affair. An uprated brake system boasting a disc diameter of 330mm at the front and 299mm at the rear allies with the chassis and engine to deliver a well-rounded masterclass in sport motoring. Aural, visual and tactile pleasures are also enhanced with numerous additions to the already sensual 718 form. A new front and rear apron with dark-finish front and rear lights accentuate the 20-inch Carrera S wheels in satin-finish black for a menacing and purposeful appearance. Feel the hairs stand on the back of your neck with the breathtaking soundtrack blaring from the black doubletube tailpipes of the sports exhaust system. Inside, clues to the 718 GTS models’ ferocious intent can be found with the stopwatch of the Sport Chrono Package integrated as a central component in the dashboard. Sports seats cradle you reassuringly for the spirited drive ahead, clad in Alcantara® and tastefully accented with GTS logos to hint at the potential beneath. The Porsche 718 Cayman GTS and 718 Boxster GTS take purity of driving pleasure to new levels, while remaining an intelligent, refined car you can use every day.

LYNN TAN

XX = XY?

Unlike mathematical equations, gender stereotyping has a less definite answer.

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A AN episode from when my daughter was in preschool still remains vivid in my mind. She came home from school and told me that one of her teachers commented during play

time that girls should play with dolls and boys should play with cars. I was incensed. It took every ounce of self-restraint to keep me from marching into the classroom and confronting the teacher who made the comment. Perhaps this can be attributed to my upbringing. Growing up, I was never told what I could or could not do “because I’m a girl”. I could play with my Barbie

IT STILL ANNOYS ME WHEN PEOPLE AUTOMATICALLY ASSUME THAT YOU KNOW NOTHING ABOUT CARS BECAUSE YOU ARE A FEMALE.

This woman knows how to work the steering wheel and everything else on the dashboard – so buzz off, condescending car salesman.

dolls one day, and die-cast cars the next. I was never made to buy a pink school bag if I preferred a blue one. And when I said I wanted to go racing, nobody stopped me “because I’m a girl”. Of course, coming from a family of car enthusiasts helped. I grew up with cars because they were my dad’s passion. I was exposed to different types and makes of cars from a young age. Many a weekend was spent at Pasir Gudang, and road trips were always on the calendar come long weekends and school vacations. When I selected a course of study at university, my choice came as no surprise to family and close friends. Even though the majority of students in my cohort were female, Architecture was still perceived to be a male-dominated field and many still had the mentality that a construction site is no place for a girl. One opinion that I found

extremely amusing was that because Architecture is such a long course, I would graduate at an older age than my peers, thus leaving me with less time to find a partner, so I had better find one while in uni. Indeed, a handful of my course mates did pair off, eventually tying the knot. This must be a common advice dished out to medical students, too, because I know quite a few couples who are both doctors. I have made many genderdefying choices, not because I have something to prove, but because this is who I am, this is what I want. And I have been fortunate to be able to pursue the things that I love, without qualms or objections from people whose prejudices make them think otherwise. However, it still annoys me when people automatically assume that you know nothing about cars because you are a female. If I walked into a car

showroom, I have a feeling that I may get recommended an MPV over a coupe. Salespeople who start showing me where the start/stop button is or telling me that the indicator stalk is on the left, they earn their well-deserved spot at the top of my blacklist. Driving on the roads is where such gender stereotypes are extremely apparent. There are poor male drivers as there are lousy female drivers, but the latter have it much worse than their male counterparts, earning condescending labels such as “kayu lady driver”. While the hardware in terms of laws and policies currently in place seems to respect gender equality, it would take some time yet for the software to fully catch up.

LYNN IS THE FANTASTIC OPPOSITE OF A KAYU LADY DRIVER – SHE IS A GARANG LADY DRIVER.

AUGUST 2018 TORQUE

EDRIC PAN

FAMILY FUN A recent family road-trip has got Edric dreaming up his ideal MPV.

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R ROAD-TRIPPING up to Terengganu last month in our family’s trusty Touran reminded me just what a fine little MPV it is. While some other peoplecarriers try to disguise their utilitarian origins, the Touran embraces its functionality, and is all the better for it. That unapologetically boxy shape contains a remarkable amount of room, so there was stretching space for the five of us, including child seats and all, and the boot easily swallowed a week’s worth of luggage plus fishing rods, toys, snacks and drinks. The 1.4-litre turbo engine was refined and frugal, yet peppy enough to permit swift overtakes past timber trucks and the like, despite the full load. With the wife and kids alternately snoozing and entertaining themselves from their iTunes playlists synced to the car’s sound system, the miles passed almost unnoticed as we cruised past the padi fields and coconut tree-lined beaches of the Malaysian east coast. And when we eventually got home 1000plus kilometres later, I would have been happy to turn around and do it all again. So the family had no complaints, but a slightly keener edge to the Touran’s character would have upped the fun factor for the chap at the wheel. Moderately firmer damping, the addition of steeringmounted paddle shifters and more power would have been just the thing. Lowering the car a tad would have made it look great, too. Basically, give it the hot-hatch touch.

A sporty family should motor around in an equally sporty MPV.

Come to think of it, why doesn’t any car company make a sporty MPV? There are countless overpowered SUVs with sporting pretensions – which, with their high centre of gravity, massively oversized wheels (which look butch but do horrid things to unsprung weight and hence to ride and handling) and heavy all-wheeldrive hardware, are incredibly pointless devices, far more so than a quick MPV which suffers none of these handicaps. And the true driving enthusiast knows that all things being equal, a proper super-saloon or fast estate will always deliver a tauter, more satisfying drive than

SUVs, given the far more appropriate starting point from which it was conceived. So the fast SUV is a car styled to exhibit ruggedness but which will probably never venture off-road, driven by people who fancy themselves as keen drivers but who don’t actually care much for driving dynamics. The sporty MPV, on the other hand, would be borne of necessity – the choice of the petrolhead who needs the space for his brood, but who still likes to have fun behind the wheel. Touran GTI? You heard it here first. EDRIC FIGURES THAT A HOTHATCH MPV WOULD BE THE IDEAL ROAD-TRIP TOOL.

THE SPORTY MPV WOULD BE THE CHOICE OF THE PETROLHEAD WHO NEEDS THE SPACE FOR HIS BROOD BUT STILL LIKES TO HAVE FUN BEHIND THE WHEEL. AUGUST 2018 TORQUE

DR KONG YONGYAO

THE STING IN THE BADGE An enlightened petrolhead sings the praises of the Kia Stinger.

W WHAT if I said that there is a brand new, rear-wheeldrive executive sports saloon packing 370hp? My friend’s left eyebrow hiked itself up a millimetre. His interest was piqued. What if I added that this sparkling new contender has the aesthetic pedigree of Audi, and that its reflexes were honed at the Nurburgring by talent hailing from the highest echelon of BMW’s hallowed M division? My friend’s eyes were properly wide now. What if I continued, pausing here for emphasis, that one of the automotive industry’s biggest players had thrown all its might behind this project? By now, he was all but properly drooling. All that, for less than threequarters of what BMW will fleece you for a 440i M Sport.

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The “Stinging” sensation from South Korea aims to score against Germany’s Audi and BMW.

“Tell me! Tell me now! Wherefore dost thou tease me! Whence came this magical beast of steel and glass?!” Why, tell you I will. It’s the Kia Stinger GT. “Cheh, dowan,” said my friend. Perception is a funny thing. No doubt, Kia foresaw this response, and it is the primary reason why the 3.3-litre Stinger costs a fraction of the price charged by its German competition. It is one thing to make a good product, but it is another, amazingly difficult thing to convince people of it. It is why we writers still have jobs. Just ask Kia. It has been a long, arduous road from the 1990s, when their cars were barraged by jokes only now firmly aimed away and across the South China Sea. Today, nobody will argue with you that Kia makes one helluva good taxi (Optima, if you’re asking). But a sports saloon? By the South Koreans?? You jest! Now, I have driven the thing. And you have seen the giant billboard over the ECP. We all want to know if this Korean upstart can really stick it to ze Germans. Long

story short: Woof, what a car. Beyond the fact that the Stinger GT blows everything in its price range out of the water with sheer pace alone, it is far more than just a throw-specs-at-thewall-and-hope-it-sticks job. The saloon feels right in a way that cannot be described with mere numbers. It feels right, like how the texture of a perfect steak and the precise springiness of the best ramen have been carefully finessed by maestros. When you read the blurb about how people who love driving themselves have obsessed endlessly over countless testing kilometres on road and track adjusting minute parameters, from the driver’s seat is resounding evidence that it isn’t just marketing bluster. You really believe it. Forget that the Stinger is Kia’s first attempt at something like this. Straight off the blocks they’ve come barrelling into the Bundesliga and are challenging for honours. Let there be no doubt, this car is as good as the ones it is aimed squarely at. If you are shopping in the ballpark of a premium executive ride and do not even visit the showroom (there are reasons to choose something else, of course, mostly concentrated in the Stinger’s interior that is not quite Audi-level sophisticated), then congratulations – you are the kind soul who has made this Kia the Bargain of the Year 2018 for those who can look past the badge. If you do buy a Stinger though, more power to you. That’s taking advantage of market inertia and buying incredible

KIA HOPES THAT THE STINGER BUYER WILL BE ONE OF THEIR EVANGELISTS SPREADING THE GOSPEL OF THEIR NEWFOUND AMBITION.

value, at incredibly low cost. Kia then hopes that you will be one of their evangelists spreading the gospel of their new-found ambition. This is why the Stinger exists – not just as a product in its own right, but as a halo to cast a glow over the whole brand. So that the next generation can be priced perhaps a bit closer to a Mercedes, and the next one after that, fingers crossed, on equal terms. Like Lexus has done, come to think of it. Or conversely, like many others have not done. The automotive landscape is littered with the carcasses of failed, if not feeble, attempts at brand elevation. Volkswagen Phaeton, anyone? What exactly made Lexus succeed? I’m sure there are whole university theses written on the subject, but my entirely unscientific guesses are consistency and commitment. Lexus made its stand with incredible quality and craftsmanship in the form of the first LS400, then kept at it for generation after generation, until even the big man MM Lee himself bought one and personally congratulated the Japanese on their wonderful luxury car. They have forced their way into the automotive vernacular, with “Lexus-quiet” being a legitimately recognisable term. Even through the current generation’s hormonal styling explosions, every Lexus remains unparalleled in refinement and a sense of solidity. On the evidence of the level of investment, both spiritually and financially, made in the Stinger, I would not bet against Kia pulling off the same trick. YONGYAO SUGGESTS GETTING YOUR KIA STINGER TODAY, BECAUSE AT THIS RATE, THE NEXT ONE WILL GO FOR AUDI MONEY.

AUGUST 2018 TORQUE

YOKOHAMA SPECIAL

DEFINITIVE

PURPOSES

YOKOHAMA’S BLUEARTH RV-02, BLUEARTH-A AE50 AND ADVAN DB V552 ARE DESIGNED TO MEET SPECIFIC DRIVING NEEDS.

Using the right tools can mean the difference between getting the job done and getting the job done right. Without the right tools and materials, even simple tasks will take longer to accomplish. The entire job becomes an exercise in inefficiency. As a car owner, it is important to have tyres that suit both your vehicle and driving needs. Only then can your motoring experience become safe, enjoyable and efficient.

MPVS AND CROSSOVERS The Yokohama BluEarth RV-02 is a tyre designed to meet the unique demands of MPVs (multi-purpose vehicles) and CUVs (crossover utility vehicles). To reduce the “wobbling” associated with taller bodystyles, the Yokohama BluEarth RV-02 has a mound profile similar to the one in its ADVAN Sport V105 tyre.

And to mitigate or eliminate road noise, the Yokohama BluEarth RV-02 has a special asymmetric pattern that features 3D Sipes, Silent Edge Grooves and a Grand Silent Shoulder. Heavier bodies mean longer stopping distances, higher fuel consumption and increased tyre wear. To solve these issues, the Yokohama BluEarth RV02 is constructed with a Nano Blend Compound that utilises two types of silica and orange oil. The Nano Blend Compound helps the tyre stick closer to the road and enhances wet grip, while still providing low rolling resistance for better fuel economy. The asymmetric pattern also reduces braking distances with its four straight grooves, which help prevent aquaplaning. The Twin Power Ribs, on the other hand, further enhance steering stability.

BluEarth RV-02

SILENT DRIVES

BluEarth-A AE-50

For drivers who want a comfortable and stress-free ride, there’s the Advan dB V552, Yokohama’s quietest tyre ever. The Yokohama Advan dB V552’s tread pattern has precise groove arrangements and twist edge chamfering, to help dissipate tyre noise and reduce any chances of uneven wear. The staggered arrangement of its grooves and sipes optimise block rigidity while improving steering stability, too. Made from a new dB compound, the Yokohama Advan dB V552 reduces fuel consumption while increasing wet grip. This new compound also suppresses vibrations to reduce tyre noise. The Yokohama Advan dB V552 also has a wider belt edge cover for greater rigidity and reduced vibrations from the tyre’s shoulder. It’s complemented by the side-reinforcement belt, which improves ride quality on heavier cars.

ADVAN dB V552

EXCELLENT ALL-ROUNDER

If you’re a saloon or hatchback owner who wants a great tyre that helps you save fuel, then the Yokohama BluEarth-A AE-50 is the one for you. Unlike regular eco-friendly tyres, which compromise wet grip, the BluEarth-A AE-50 offers reassuring roadholding, even when the skies open. The Yokohama BluEarth-A AE-50 is built more rigidly, with the carcass placed closer to the tread. The asymmetrical tread pattern also features a pair of lightning-shaped Thunderbolt Grooves to help channel away water and prevent aquaplaning. For better grip, the BluEarth-A AE-50 is made with orange oil (whose molecular structure is similar to rubber) and two types of silica. Yokohama even added a unique polymer to enhance wear resistance, thereby increasing the tyre’s service life.

MOTOR WITH US ON THE MOTORING INFORMATION SUPERHIGHWAY

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DRIVE •100%

ROAD–TESTED

08/AUG

TOP OF THE TOYOTA TOTEM POLE

The Avalon is the highest-ranking model in Toyota’s American-sedan hierarchy. The full-size sedan made its debut as a first-generation model in 1994, replacing the Cressida. Based on a stretched Camry platform and built in Georgetown, Kentucky, the original Avalon was said to contain more American thinking than any previous Toyota product. The current, fifth-generation Avalon still boasts an exceptionally roomy and comfy cabin like its predecessors, but introduces a few firsts for Toyota in the USA. These include Apple CarPlay compatibility, Amazon Alexa connectivity, real wood and genuine aluminium trim inside the cabin, dynamic auxiliary turn signals and adaptive variable suspension. According to the Japanese automaker, the newest Avalon has dimensions that echo the seductive physiques of high-dollar premium vehicles. Speaking of which, the Avalon has echoes of the latest Lexus ES (pg 68), which is ranked even higher on the Toyota totem pole.

AND ALSO

 AUDI A6  KIA CERATO PORSCHE 718 CAYMAN 2.0 vs JAGUAR F-TYPE 2.0  MINI COOPER COUNTRYMAN vs JEEP COMPASS vs VOLKSWAGEN TIGUAN vs HONDA CR-V

AUGUST 2018 TORQUE

MINI COOPER COUNTRYMAN 1.5 versus JEEP COMPASS 1.4 versus VOLKSWAGEN TIGUAN 1.4 versus HONDA CR-V 1.5

GROUP TEST

STORY JEREMY CHUA PHOTOS TAN MENG CHOON ART DIRECTION MICHAEL CHIAN

SUV WORLD WAR

British and American “armoured units” face off against a German “panzer” and a Japanese “tank” in this heated battle for suburbanites’ hearts and minds.

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C COMPETITION for scarce resources has resulted in numerous conflicts throughout history. In a similar vein, the increasingly crowded SUV segment has left motorists spoilt for choice and made the rivalry between car manufacturers that much harder. In this case, the scarce resources are the buyers and their dollars. The British contender in this orbat is the MINI Cooper

Countryman. It is bigger and roomier than its predecessor, yet promises to be more agile. Will this maxi-MINI have enough firepower to outgun its three rivals here? Lining up beside the Countryman is a “Yank Tank” with military roots – the Jeep Compass. Can the muscular design and off-roading potential (it’s the only contender with all-wheel-drive) of the Compass direct SUV buyers towards the Jeep showroom? Arguably the most formidable player in this contest is a “panzer” in the form of a Volkswagen Tiguan, for it is the only SUV here with an

ST-Torque Best in Class award under its belt. Will the Tiguan’s keen drivetrain and well-built cabin be enough to fend off the competition? The dark horse in this shootout might just be the Honda CR-V. It has the most ponies under its bonnet, and its seven-seater layout (the others are five-seaters) means it could also function as an “armoured personnel carrier” on the SUV battlefield. Which of these “suburban tanks” will emerge victorious over both rivals and allies alike? We’re locked and loaded, so man your stations as this battle begins!

AUGUST 2018 TORQUE

COUNTRYMAN vs COMPASS vs TIGUAN vs CR-V COUNTRYMAN

ENGINE & GEARBOX MINI’s turbocharged 1.5-litre 3-cylinder with 136hp and 220Nm has the least firepower, but goes the furthest in a forced march because it has the highest fuel efficiency. Cooper Countryman’s 6-speed automatic may have the fewest ratios, but makes up for this by being the keenest gearbox here.

COCKPIT The most stylish, thanks to elements such as toggle switches and colourful mood lighting. The infotainment is the most intuitive, while the access is easy enough for the shorter vehiclecommander to get in and out of the “turret”.

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RIDE & HANDLING Countryman’s comparatively firmer dampers enhance its nimble handling, but also make the “British Army man” better suited to urban, instead of rural, operations.

METERS Snipers will need even keener eyesight as these gauges are the smallest in this company. Even the digital speed readout might be too small, which is ironic given the Countryman’s size.

BACKSEAT The platoon’s most practical backseat has the largest doorbins, which could be useful for storing extra mags or rations. The low ride height makes it easier to deploy or pick up troops.

BOOT Countryman’s 450-litre cargo hold is the most convenient, thanks to its lowest loading point and numerous tethering points. The pull-out cushioned flap is ready for soldiers to sit on while doing an equipment check.

AUGUST 2018 TORQUE

COUNTRYMAN vs COMPASS vs TIGUAN vs CR-V COMPASS

ENGINE & GEARBOX Jeep’s turbocharged 1.4-litre 4-cylinder with 170hp and 250Nm feels the least responsive. But it’ll get a quick reaction force into battle the most quickly, as its century sprint time of 8.3 seconds is surprisingly the fastest. The Compass’ 9-speed automatic is relatively smooth and, like the Countryman, has its manual override points in the “correct” orientation.

COCKPIT Just like the US Army, this American “war machine” is also the best-equipped, with features such as adaptive cruise control, ventilated seats and all-wheeldrive mode selection. The narrow footrest and small doorbins, however, make this place less comfortable for those in combat boots.

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RIDE & HANDLING Compass’ ride-handling setup is the polar opposite of the Countryman’s, for this “Yank Tank” feels rugged and wants to go off-roading all the time.

METERS Geekier soldiers will salute the Jeep’s customisable secondary display, whose graphics are the sharpest of the four. They will also respect the “rugged” outline of the dials, which resemble chunky tyre treads.

BACKSEAT Jeep’s bench has the best connectivity, with a threepin, 230-volt power point and a USB port, which is handy for downloading mission briefings on the go. The steep angle of the backrest, however, makes it the least mission-ready here.

BOOT Compass’ 438-litre trunk is better for taller troops as it has the highest loading point. Underfloor storage is the most generous, so it can function as a spare ammo cache.

AUGUST 2018 TORQUE

COUNTRYMAN vs COMPASS vs TIGUAN vs CR-V TIGUAN

ENGINE & GEARBOX Volkswagen’s turbocharged 1.4-litre 4-cylinder with 148hp and 250Nm is the most advanced in this SUV war, thanks to its cylinder deactivation technology. Said feature helps to conserve fuel and maybe gives it the edge in stealth for recce missions.

COCKPIT VW’s cabin is the most driverfriendly and has the best build quality, too. However, there’s no cruise control or sat-nav, so newbie drivers may at times have to rely on their comrades to read GPS maps and give directions.

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RIDE & HANDLING Tiguan’s ride-handling balance is the most optimal, and the relatively quiet ride makes it easier for the occupants to maintain communications with their headquarters.

METERS Again the most driver-friendly, with well-spaced digits and just the right amount of content. This allows the driver to stay focused on the motoring mission instead of being distracted during the drive.

BACKSEAT Commandos who just returned from a raid would be the happiest in the Tiguan cabin, as the backseat is the most spacious and has the cushiest bench, too. The VW’s third climate zone is useful, and unique in this company.

BOOT Tiguan’s 615-litre volume is the biggest and has the widest aperture, so it can take longer items such as sniper rifles and anti-tank weapons. The backrest release levers make it easy to expand the cargo space, too.

AUGUST 2018 TORQUE

COUNTRYMAN vs COMPASS vs TIGUAN vs CR-V CR-V

ENGINE & GEARBOX Honda’s turbocharged 1.5-litre 4-pot with 190hp and 243Nm is the brawniest by far, but having to lug the heaviest body makes it the thirstiest. CR-V’s CVT is the creamiest transmission here, but it could use a manual override feature – in case dynamic manoeuvres are needed for quick escapes.

COCKPIT Special-forces operators will be the most comfortable here as the front seats are the cushiest and the air-con is the coldest. Those packing tech gear will also love the numerous connectivity and charging options.

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RIDE & HANDLING CR-V’s soft dampers and buttery ride make it the most comfortable personnel-carrier in this story, and its cushiness is a boon to troopers with banged-up bodies.

METERS The group’s only fully digital cluster is the sharpest and easiest to read under any lighting condition. Tweaking the layout and navigating through the menus, however, is still easier in the Compass.

BACKSEAT The most flexible interior, as CR-V is the only one with a third row of seats – perhaps to accommodate hostages after a rescue mission. However, legroom in the second row is the least generous, and its backrests are the shortest.

BOOT CR-V’s 472-litre boot (with third-row folded) is pretty commodious. However, the lack of a uniformly flat surface means that when loose paramilitary items such as magazines fall out, they’ll be hard to find.

AUGUST 2018 TORQUE

COUNTRYMAN vs COMPASS vs TIGUAN vs CR-V

THE COUNTRYMAN IS THE MOST TROOP-FRIENDLY, THE COMPASS IS THE MOST SUREFOOTED, THE TIGUAN IS THE MOST COMFORTABLE AND THE CR-V IS THE MOST VERSATILE.

LAST WORD The Jeep Compass is arguably the best all-rounder in this little “tank battle”. It feels rugged, has the coolest amenities, and is the only one here with the sure-footedness of all-wheel-drive. It is more than up to the task of a suburbanite’s daily missions, which include school and office runs, along with weekend trips to East Coast Park for some R&R. While the Compass can probably tackle any off-road surface with the right tyres, its on-road performance could definitely be enhanced. The ride quality isn’t as settled as its rivals’, and its performance doesn’t feel as quick as claimed. Ironically, it’s the MINI Cooper Countryman that feels the quickest, despite it having the least power and the slowest 0-to-100km/h time. Apart from being

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

nippy, this British contender is the nimblest, too, and can easily get its occupants in and out of tight spots. We also like the Countryman’s stylish and practical interior, which offers fast ingress/egress, too. For urban “warfare” requiring rapid deployment, the Countryman would be our choice. If the urban operations require added flexibility, then the Honda CR-V should be your top pick. This seven-seater’s strong points include a cushy cabin, numerous connectivity options, and very efficient air-conditioning to deal with torrid weather. We’re also fans of the CR-V’s brawny drivetrain. The CR-V’s biggest downside is that it’s the thirstiest tank of the group, so the CR-V tends to perform fewer ops between top-ups.

The Volkswagen Tiguan does not have the CR-V’s muscle, the Compass’ off-roading abilities or the Countryman’s penchant for urban “warfare”. But like a real German panzer, the Tiguan is impressively well-engineered. The VW’s key strengths include a snappy gearbox, optimal ride-handling balance and a driver-friendly cockpit. And its cylinder deactivation technology saves fuel and makes for quieter running, which is crucial when stealth is required. Despite not being big on “firepower”, the Tiguan’s massive boot will nevertheless enable five well-armed commandos to pack even more weapons, ammo and supplies with them. That should enable them to remain in the fight long after the opposing force has run dry.

(Left to right) Cooper Countryman’s fob looks the cutest, Compass’ device feels the most robust, Tiguan’s switchblade-type key looks relatively dated but its buttons are the nicest to press, while CR-V’s fob is the most pocket-friendly thanks to its smaller and slimmer profile.

AUGUST 2018 TORQUE

COUNTRYMAN vs COMPASS vs TIGUAN vs CR-V

MINI COOPER COUNTRYMAN 1.5 (A)

JEEP COMPASS 1.4 (A)

DRIVETRAIN

Inline-4, 16-valves, turbocharged CAPACITY 1368cc BORE X STROKE 72mm x 84mm COMPRESSION RATIO 10:1 MAX POWER 170hp at 5500rpm MAX TORQUE 250Nm at 2500-4000rpm POWER TO WEIGHT 103.6hp per tonne GEARBOX 9-speed automatic with manual select DRIVEN WHEELS All TYPE

Inline-3, 12-valves, turbocharged CAPACITY 1499cc BORE X STROKE 82mm x 94.6mm COMPRESSION RATIO 11:1 MAX POWER 136hp at 4400-6000rpm MAX TORQUE 220Nm at 1400-4300rpm POWER TO WEIGHT 97.8hp per tonne GEARBOX 6-speed automatic with manual select DRIVEN WHEELS Front TYPE

PERFORMANCE 0-100KM/H

9.6 seconds

TOP SPEED

200km/h 16.7km/L 138g/km

CONSUMPTION CO2 EMISSION

MOST AGILE, MOST PRACTICAL CABIN, KEENEST PERFORMANCE

BRAKES FRONT / REAR

Ventilated discs / Discs

FEWEST PONIES, SMALLEST GAUGES, FIRMEST RIDE

Bridgestone Turanza T001 225/50 R18

SIZE

SAFETY AIRBAGS TRACTION AIDS

6 ABS, DSC

WIDTH HEIGHT WHEELBASE KERB WEIGHT TURNING CIRCLE

BEST IN

MANOEUVRABILITY

4299mm 1822mm 1557mm 2670mm 1390kg 11.4m

BUYING IT PRICE INCL. COE WARRANTY Y

GREATEST CAPABILITIES, BEST TRACTION, COOLEST FEATURES

MacPherson struts, coil springs, anti-roll bar Multi-link, coil springs, anti-roll bar

BRAKES FRONT / REAR

Ventilated discs / Discs

TYRES TYPE

Bridgestone Turanza T001

SIZE

225/55 R18

LEAST CUSHY BACKSEAT, LEAST COMFY ON-ROAD, MOST EXPENSIVE

SAFETY

MEASUREMENTS LENGTH

CO2 EMISSION

REAR

TYRES TYPE

CONSUMPTION

8.3 seconds 204km/h 14.5km/L (combined) 160g/km

SUSPENSION

MacPherson struts, coil springs Multi-link, coil springs

REAR

TOP SPEED

FRONT

SUSPENSION FRONT

PERFORMANCE 0-100KM/H

$161,088 (after $10k VES surcharge) 3 years/200,000km / m

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

AIRBAGS TRACTION AIDS

6 ABS, ESC

MEASUREMENTS LENGTH WIDTH HEIGHT WHEELBASE KERB WEIGHT TURNING CIRCLE

4394mm 1819mm 1644mm 2636mm 1641kg 11.6m

BUYING IT PRICE INCL. COE WARRANTY Y

$167,888 (after $20k VES surcharge 5 years/120,000km y

BEST IN

SUREFOOTEDNESS

VOLKSWAGEN TIGUAN COMFORTLINE EQP 1.4 (A)

HONDA CR-V 1.5 (A)

DRIVETRAIN

Inline-4, 16-valves, turbocharged CAPACITY 1498cc BORE X STROKE 73mm x 89.5mm COMPRESSION RATIO 10.3:1 MAX POWER 190hp at 5600rpm MAX TORQUE 243Nm at 2000-5000rpm POWER TO WEIGHT 112.4hp per tonne GEARBOX CVT TYPE

Inline-4, 16-valves, turbocharged CAPACITY 1395cc BORE X STROKE 74.5mm x 80mm COMPRESSION RATIO 10:1 MAX POWER 148hp at 5000-6000rpm MAX TORQUE 250Nm at 1500-3500rpm POWER TO WEIGHT 98.8hp per tonne GEARBOX 7-speed dual-clutch with manual select DRIVEN WHEELS Front TYPE

PERFORMANCE 0-100KM/H

9.2 seconds

TOP SPEED

200km/h 16.1km/L (combined) 143g/km

CONSUMPTION CO2 EMISSION

DRIVEN WHEELS

LARGEST BOOT, LOWEST PRICE, MOST SOLID BUILD QUALITY

REAR

MacPherson struts, coil springs, anti-roll bar Multi-link, coil springs, anti-roll bar

BRAKES FRONT / REAR

Ventilated discs / Discs

TYRES TYPE SIZE

Continental ContiSportContact 5 235/55 R18

SAFETY AIRBAGS TRACTION AIDS

6 ABS, ESP

MEASUREMENTS LENGTH WIDTH HEIGHT WHEELBASE KERB WEIGHT TURNING CIRCLE

4486mm 1839mm 1673mm 2677mm 1498kg 11.5m

WARRANTY Y

TOP SPEED CONSUMPTION CO2 EMISSION

9.4 seconds 200km/h 13.7km/L (combined) 166g/km

MOST VERSATILE INTERIOR, PUNCHIEST DRIVETRAIN, CUSHIEST RIDE

SUSPENSION REAR

LACKS SOME RIVALSâ&#x20AC;&#x2122; FEATURES, PLAINESTLOOKING CABIN, STEERING COULD BE SHARPER

TYRES Toyo Proxes R45

SIZE

235/60 R18

LEAST ECONOMICAL ENGINE, HEAVIEST BODY, NOT VERY IDEAL FOR CARGO

SAFETY TRACTION AIDS

BEST IN

Ventilated discs / Discs

TYPE

AIRBAGS

PRACTICALITY

McPherson struts, coil springs Multi-link, coil springs

BRAKES FRONT / REAR

6 ABS, VSA

BEST IN

MEASUREMENTS LENGTH WIDTH HEIGHT WHEELBASE KERB WEIGHT TURNING CIRCLE

4686mm 1810mm 1442mm 2840mm 1690kg 11.7m

FLEXIBILITY

BUYING IT PRICE INCL. COE WARRANTY

BUYING IT PRICE INCL. COE

PERFORMANCE 0-100KM/H

FRONT

SUSPENSION FRONT

Front

$151,999 (after $10k VES surcharge) 5 years/150,000km

$147,400 $ , ((no VES rebate/surcharge) b t / h ) 5 years/150,000km m

AUGUST 2018 TORQUE

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PORSCHE 718 CAYMAN 2.0 versus JAGUAR F-TYPE 2.0

STORY DR KONG YONGYAO PHOTOS YANG

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

GROUP TEST

ANGLO-GERMAN PHILOSOPHICAL DEBATE

Forget good sense â&#x20AC;&#x201C; sports cars such as the 718 Cayman and F-Type make you happy, but does the Porsche or the Jaguar make you happy as can be?

AUGUST 2018 TORQUE

PORSCHE 718 CAYMAN 2.0 vs JAGUAR F-TYPE 2.0

T THERE are those who will tell you that a vehicle is but a tool of transport. They will turn their nostrils up, sharply exhaling, lips curled in a condescending smile as they smugly inform you that for that kind of money, you could get more doors, more metal, more dead-cows. You could get an apartment, actually. Do not listen to them. For what you are getting is not just a means of going to work and back, with a little leftover space for one passenger and a bag. With two-door sports cars you venture into irrational waters, in search of sweeter birdsong and a brighter palette for every second of your day, even when you are not driving.

You are buying, with your executive-flat money, trembly knees and a fluttering feeling in your heart. Whoever said money cannot buy happiness told a fib. For five glorious days, I had a Jaguar F-Type and Porsche 718 Cayman as My 2-Litre Sports Car. First, the feline temptress from Great Britain. I love, when I feel the key bulge in my pocket, the way my mind tingles with the joy of knowing I have a Jag coupe waiting for me. I love the stunning British Racing Green hue, so deep and luscious it could hide entire galaxies as my eyes fall upon her in the carpark. I love the long, graceful arc of the bonnet as it crests above the front wheels before sweeping over the cabin and sharply truncating at the saucerlike rear. And I love the pulsating start button. The Jaguar is all sublime

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

drama and seduction, and it is hard for me to hold back a tidal wave of affection before a 19-inch alloy wheel is even turned in anger. Good thing, then, that the affection does not wane even in the slightest on the inside. The F-Type is the first proper sports car from Jaguar in a long time â&#x20AC;&#x201C; smaller in size and more focused in remit than the longlegged and relaxed XK. Still endowed with immense cross-country ability and intended to pamper as much as excite, the F-Type cradles its occupants like the thick embrace of a softball glove. Jaguar couldnâ&#x20AC;&#x2122;t resist installing its surprise-and-delight flourish of motorised air-con vents, and they sit atop a dashboard of much flair, arranged to wrap itself flamboyantly around the driver in gorgeous, asymmetrical sweeps

718 Cayman cockpit is solidly constructed and perfectly supportive of the driver.

AUGUST 2018 TORQUE

PORSCHE 718 CAYMAN 2.0 vs JAGUAR F-TYPE 2.0

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

THE JAGUAR IS EXPERTLY BALANCED, MULTIDIMENSIONAL AND MORE COMFORTABLE, BUT DRIVES BIGGER, HEAVIER AND LESS INCISIVELY THAN THE PORSCHE.

F-Type cockpit pampers, excites and delights.

of copious leather and chrome. Jaguar’s newish infotainment system exhibits a hesitancy of response that would be annoying, if not for the fact that you did not buy your sports car to waste time on gadgetry. In keeping with this theme, the absence of a digital instrument cluster in deference to two crystal-clear analogue dials, unpretentiously reporting revolutions and speed symmetrically in the best sporting tradition, is no bad thing in a coupe awash in classical sports-car overtures. This is a triumph of a cabin, with surroundings of incredible plushness and substance. While the quality of the accommodation is hugely satisfying, it hints at a carelessness with weight that finds the Jag bruising onto the scales at 1525kg

– an alarming amount compared to the positively featherlike 1365kg Porsche. Motorising the tailgate in a car this size is an indulgence so curiously unnecessary that it would give Colin Chapman an aneurysm. Thankfully, this heft proves easily manageable by an engine Jaguar describes as the most powerful 2-litre it has ever produced. The 4-pot lump up front also makes the car a useful 52kg lighter than the 3-litre V6 version. There is no shortage of panache here, nor is there any deficit in decibels, even if the aural character is recognisably from a 4-cylinder. More importantly, this powertrain has the requisite urgency you need for any passing manoeuvre or sudden enthusiastic bolt at anything

above 2000rpm. Even if it does not mimic the sensation of being shot out of a cannon as violently as the Cayman’s electrifying motive verve, a 0-100 century sprint of 5.7 seconds delivered with consistent and gathering urge is nothing to be sniffed it. The Jaguar’s rev limiter catches me by surprise once or twice, and I could argue that the F-Type’s 6500rpm redline, compared to the impressively stratospheric 7400rpm of the Cayman, is a numerical disappointment. In reality, however, the Jag gives you more opportunities to pull the gearshift paddles and bung it gratuitously up and down the highly effective 8-speed gearbox. Jaguar, along with British automotive culture, seems to subscribe to the romanticised

AUGUST 2018 TORQUE

PORSCHE 718 CAYMAN 2.0 vs JAGUAR F-TYPE 2.0 PORSCHE 718 CAYMAN 2.0 (A) ENGINE MAX POWER MAX TORQUE POWER TO WEIGHT GEARBOX 0-100KM/H TOP SPEED CONSUMPTION CO2 EMISSION PRICE INCL. COE

notion that the true mark of skill in a gentleman racer is the capacity to go sideways. Hence, the F-Type feels best when driven sideways. It’s a typical Jaguar trait – even the brand’s family-friendly XE and XF saloons egg you at every opportunity to slide the rear out and toss in some opposite lock. Endowed with the smaller engine’s relief of weight over the front axle, the front end bites with alert authority. Unlike many other less well-resolved pretenders to exuberance, however, the cat’s tail is always moving in confident tandem. Longitudinal and lateral

weight transfer is always fluidly measured and telegraphed, and this Jag rotates confidently and faithfully at speed. The F-Type is ever the willing and forgiving partner in the endeavours of mischief. Chamfering off potholes and patchy road repairs with uncanny sympathy, the Jag uses its pliancy to not only maintain authority in trying situations, but also to soothe and cosset when the going is less violent. When the fun and games are over, I could see myself on holiday in the south of France in this car. With ride and handling so beautifully sorted, there is

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

1988cc, 16-valves, flat-4, turbocharged 300hp at 6500rpm 380Nm at 1950-4500rpm 219.8hp per tonne 7-speed dual-clutch with manual select 4.9 seconds 275km/h 14.5km/L (combined) 158g/km $304,988 (after $20k CEVS surcharge)

always abundant evidence of the company’s towering skill in chassis tuning and delicacy of mechanical touch, despite the prodigious weight. But, unequivocally, the Porsche 718 Cayman is the better thrill machine. I will not spend much time, as nicely detailed and attractive as it is, on the aesthetics of the car, except to say that without a single sharp edge it looks like a pebble, massaged into flowing smooth lines by centuries of lapping water. Perhaps because of familiarity, the Porsche’s functionally beautiful shape attracts not quite the same level of envy that the Jaguar does. So, if attentionseeking vanity rather than knowing-kudos is your priority, the Cayman may feel a tad understated. The interior is similarly nononsense, with the German brand’s unflappable solidity of construction manifested with a flurry of white-on-black buttons plus a perfect driving

718 Cayman’s mid-mounted 2-litre engine is powerful and purposeful; F-Type’s frontmounted 2-litre engine has panache, loudness, the necessary urgency and a great gearbox.

position with clear sightlines minimally obstructed by thin A-pillars. Your buttocks are held securely in place by the dark grey upholstery of a bodysculpted sports seat. Even an MX-5 has a cubby for your phone, this car does not. I get the message. Putting the Porsche in sport mode and the exhaust in loud mode, it’s time to drive. Say what you want about the

considerable talents of the Jag F-Type, the Cayman deserves every ounce of its Marianastrench-deep reputation for being the definitive zenith of small sports car-dom. It feels like a rocket-powered fly. Which means on the tight and unforgiving confines of South Buona Vista Road, or even carving through regular traffic, it feels blessed with greater alacrity than the F-Type’s richly syrupy and

viscous approach. A tightening-radius right turn beckons, with alloy-destroying high kerbs on either side. I am unfazed. Titrating the exact amount of power, I carve a Cayman incision precisely

THE F-TYPE DOES NOT MIMIC THE SENSATION OF BEING SHOT OUT OF A CANNON AS VIOLENTLY AS THE 718 CAYMAN, BUT THE JAGUAR’S 0-100 CENTURY SPRINT IS NOTHING TO BE SNIFFED AT.

JAGUAR F-TYPE 2.0 (A) ENGINE MAX POWER MAX TORQUE POWER TO WEIGHT GEARBOX 0-100KM/H TOP SPEED CONSUMPTION CO2 EMISSION PRICE INCL. COE

1997cc, 16-valves, inline-4, turbocharged 300hp at 5500rpm 400Nm at 1500-4500rpm 196.7hp per tonne 8-speed automatic with manual select 5.7 seconds 250km/h 13.9km/L (combined) 163g/km $322,999 (after $10k CEVS surcharge)

AUGUST 2018 TORQUE

PORSCHE 718 CAYMAN 2.0 vs JAGUAR F-TYPE 2.0 through the bend, winding lock off as the chassis vividly communicates the precise amount of resistance the front wheels are pushing against. About that steering. If there is an electrically, or even hydraulically, assisted system out there with greater feel and accuracy, I have not come across it. With absolutely no dead spot and the perfect amount of selfcentering, it brings a complete absence of that treacly, elastic gloopiness that afflicts, even to a tiny degree, every other steering system out there. It feels as meaty and satisfying as biting down on a perfectly medium-rare steak. And that is just one control interface. Everything else speaks to the driver with the same utmost clarity, the kind that makes placing the Porsche

on the road exactly where you want it an act of instinct. Then I discover a series of flowing bends. Instructive thoughts burst into my head and I find myself muttering “brake here… lift off slightly… just a bit of lock... aim for the apex”. That’s only because all my nerve endings are ablaze with flavour and wonderfully instructive information. It is like being personally coached by Usain Bolt himself on the nuances of going fast. I just wanted to go again and again and again, each time feeling my way with my fingertips through a subtly different approach – with the line, with the throttle, with the brakes or steering input, to experience the tapestry come together in explosions of deep sensual pleasure. The sense of control in the

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

Cayman is immense and utterly, absorbingly addictive. And oh, what an engine. The Cayman was first to the 4-cylinder party, and it has a motor of phenomenal ability. All snarls and gnarly metallic rasps, it sounds like the Bismarck’s anti-aircraft batteries have erupted behind you. There is absolutely nothing to complain about regarding the quantity and quality of the Porsche’s power delivery, perhaps only that the chassis is so good it will handle much more violent power with ease. If I had to criticise anything about the 718’s demeanour, it is that the Porsche takes itself very seriously, without, say, an MX-5’s bouncy, effervescent sense of humour. But that would be nitpicking of the most petty order. The Jaguar is no doubt

F-Type is stunning, especially in British Racing Green, and attracts envious eyes, whereas the pebble-like 718 Cayman looks functional.

expertly balanced and multidimensional, and the Cayman is not in the same league in terms of comfort. But the naked truth is that the Briton, for all its good old-fashioned honesty, drives bigger and heavier than its German foe, pouring itself down the road more luxuriantly and less incisively. Those of us who grew up with or are currently enjoying literary exploits with Pilot G2s will be well aware of the difference between the 07- and 05-spec pens. The question then presents itself – do you want a fantastic grand-touring sports coupe, or do you want a transcendent driving experience? The Porsche 718 Cayman is the definitive representation of its breed. Until the Alpine A110 turns up in Singapore to challenge the Cayman’s crown,

it is the champion small sports car built first and foremost to entertain and absorb its driver. Just as Obi-Wan Kenobi so articulately describes a lightsaber, it is an elegant weapon for a more civilised age.

THE 718 CAYMAN IS THE BETTER THRILL MACHINE AND FEELS LIKE A ROCKET-POWERED FLY; THE F-TYPE IS ALL SUBLIME DRAMA AND SEDUCTION, WITH BEAUTIFULLY SORTED RIDE AND HANDLING.

AUGUST 2018 TORQUE

KIA CERATO

DRIVE

DRIVERâ&#x20AC;&#x2122;S LICENCE STORY JEREMY CHUA LOCATION DUBAI, UNITED ARAB EMIRATES

NUMBER OF KIA CERATOS HE HAS TESTED SINCE 2008.

JEREMY CHUA

Our senior writer has a Cerato (he owns the previous-generation model), enabling him to evaluate the latest 1.6-litre Kia saloon with an even more critical eye.

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

CERTIFIED COOL With its sharper design and enhanced dynamics, the thirdgeneration Cerato is the K-pop star of family saloons, and itâ&#x20AC;&#x2122;s bound to impress buyers.

AUGUST 2018 TORQUE

KIA CERATO

W WE have all heard the saying, “You can’t please everybody”. This statement is especially true when it comes to consumers. Consumers are notoriously difficult to please. And in the digital age, where everything is expected to be cooler, quicker and more high-tech, this problem has become even more acute. Some would say it’s nigh impossible to solve. Let’s use smartphones as an example. Ever since Apple launched the iPhone in 2007, consumers and critics alike have expected every succeeding generation of iPhone to have

more advanced features as well as better battery life. And, if you read enough reviews from both users and the media, you get this overwhelming sense of dissatisfaction. Terms like “incremental improvements” and “pretty similar to before” are tossed around without a second thought. Somehow, all the engineering (which we can’t see) that went into the new device just gets ignored. In short, consumers always expect to be blown away. But I suppose it’s only natural when the smartphone in question is always more expensive compared to rivals. The same is true when it comes to automobiles. And in Singapore, where car prices are astronomical, buyers’ expectations tend to be out of this world, too.

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

No wonder Kia’s formula for wowing customers has been a successful one here. The brand (along with sister company Hyundai) has a reputation for offering more car for less money. Indeed, the previous Cerato, which was launched in 2013, has a lot going for it. The rangetopping SX variant has six airbags, a blind spot monitor and ventilated front seats – features that you’d normally find in more expensive models. In 2016, the Cerato was updated. The SX variant lost the blind spot monitor, but gained high-intensity discharge (HID) headlamps and a sunroof. The other reason for the success of the previous Kia Cerato was its design, which had gone from frumpy to fashionable. The latest Cerato will garner

Naturally aspirated 1.6-litre engine is still no firecracker, but at least it sounds less strained when revved hard.

lots of interest based on its looks alone. The new car’s sharper styling is inspired by its Stinger sibling, a fastback that has been garnering praise since its introduction. With more lines, the Cerato’s bonnet looks more muscular than before, and the front bumper’s wide air intake adds to its sportiness. The rangetopping Cerato, which will also

be called the SX, now gets LED instead of HID headlights. These headlights have a unique X-shaped lighting element that I haven’t seen on any other car. A fellow journalist remarked that they remind him of the aliens in the video game Space Invaders. The tail-lights are, finally, proportional with the rest of the rear end, instead of being “oversized” like on the previous

THE CERATO WILL GARNER PLENTY OF INTEREST BASED ON ITS LOOKS ALONE.

AUGUST 2018 TORQUE

KIA CERATO DRIVETRAIN TYPE

Inline-4, 16-valves CAPACITY

1591cc

BORE X STROKE

77mm x 85.4mm COMPRESSION RATIO

10.5:1

MAX POWER

126hp at 6300rpm MAX TORQUE

155Nm at 4850rpm POWER TO WEIGHT

105.4hp per tonne GEARBOX

6-speed automatic with manual select DRIVEN WHEELS

Front

PERFORMANCE 0-100KM/H

12 seconds

TOP SPEED

195km/h

CONSUMPTION

15.2km/L (combined) CO2 EMISSION

152g/km

SUSPENSION FRONT

MacPherson struts, coil springs, anti-roll bar REAR

Torsion beam, coil springs

BRAKES FRONT / REAR

Ventilated discs / Discs

TYRES TYPE

Nexen Nfera SU1 SIZE

225/45 R17

SAFETY AIRBAGS

TRACTION AIDS

ABS, ESC

MEASUREMENTS LENGTH

4640mm WIDTH

1800mm HEIGHT

1450mm WHEELBASE

2700mm

KERB WEIGHT

1195kg

TURNING CIRCLE

10.6m

BUYING IT PRICE INCL. COE

To be announced WARRANTY

5 years/unlimited km SHARPER DESIGN, IMPROVED REFINEMENT, NIMBLER HANDLING

ENGINE UNCHANGED, LITTLE IMPROVEMENT TO EFFICIENCY, MISSTEPS IN ERGONOMICS

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

Absence of an angled dash means it’s not as driverfriendly as before, but connectivity has improved and overall comfort is unchanged.

car. Viewed from afar, the new Kia Cerato might actually be mistaken for a Lexus IS. Curiously, both front and rear turn-signal indicators are now located on the bumpers instead of being incorporated with the headlights and taillights. Given the ever-growing number of SUVs, I would imagine that it would be more important for smaller cars to have their indicators located higher, so as to make them more visible to SUV drivers. Luckily, the Cerato’s looks and size give it road presence. As with most new cars today, this Korean number is larger than its predecessor. However, the wheelbase length, which primarily

determines passenger space, remains unchanged at 2700mm. The biggest change inside has been to the dashboard area, which has more connectivity and is more user-friendly, too. While the previous model only has one USB port and a 12-volt outlet, the new Cerato has three USB ports and a 12-volt outlet. There’s also wireless charging for smartphones, a feature which isn’t even available in some luxury cars. Kia has clearly put some thought into the wireless charging function. Instead of just putting the charging “tray” in front of the USB ports, it actually has its own nook. That leaves the space below free for another device. This may seem trivial, but

believe me – it could actually prevent arguments between couples driving home after a stressful day at the office. Connectivity aside, I also like the Stinger-inspired steering wheel. Its horizontal spokes are higher than before, making it more comfortable to hold at the 9 o’clock and 3 o’clock positions. And the new round air-con vents on either side of the dashboard have a wider range of adjustments. I love how the cold air can now hit me directly, which isn’t possible in the older Cerato. The well-equipped test car also has familiar amenities such as dualzone climate control and ventilated front seats. However, I feel there are some design missteps.

The Cerato’s dashboard, for one, is no longer angled towards the driver. I also dislike how the infotainment display is no longer integrated with the dashboard. Kia says it improves visibility, but I think having the screen sitting on top of the dash just looks tacky. Speaking of infotainment, the system is essentially similar to the one in the previous Cerato. That means there’s no built-in sat-nav, but Apple CarPlay and Android Auto are standard, so you can navigate using your smartphone. It’s not seamless, though. I’m not sure about Android users, but iPhone owners must plug the phone into the USB port to activate CarPlay. Enhancing occupant safety is Kia’s Advanced Driver Assistance System

AUGUST 2018 TORQUE

KIA CERATO

(ADAS), a suite of features that includes Rear Cross-Traffic Collision Warning and Blind-Sport Collision Warning. It remains to be seen, though, if any of these functions will be in Singapore-bound cars. What Cerato buyers will definitely enjoy is the refinement, which is clearly a notch above the older model’s. Chalk that up to the amount of high-strength steel used, which has grown by 20 percent to 54 percent, and the total length of adhesive, which is nearly six times more than in the outgoing model. High-strength steel is both stronger and lighter than regular steel. In human terms, it’s like the Cerato has been going to the gym and gaining lean, instead of bulky, muscles. Indeed, at 1195kg, the new Cerato is 100kg lighter than before. With a stronger body and better sound insulation, NVH (noise, vibration, harshness) is less palpable than in the older model. Engine noise is less intrusive, too. Which is just as well, since you’ll have to work the motor hard if you want to make progress. The engine in the Cerato 1.6 I tested is the same naturally aspirated 1.6-litre 4-cylinder MPI

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The X-shaped lighting elements distinguish the LED headlamps from the halogen ones.

unit used by its predecessor, albeit slightly detuned (by 2hp and 2Nm, to be exact). That said, I imagined that the same engine in a lighter car would mean better performance due to the improved power-to-weight ratio. I was shocked to learn that this wasn’t the case, as both the new and old Cerato take 12 seconds to accomplish the century sprint! Even the new car’s fuel economy is only marginally improved. Kia claims that it now averages 15.2km per litre, or 0.5km further per litre of unleaded. The reduction in fuel consumption should have been greater, given the significantly lighter kerb weight. If I had to guess, it’s probably because the engine isn’t that

THE NEW CERATO’S REFINEMENT IS CLEARLY A NOTCH ABOVE ITS PREDECESSOR’S.

efficient to begin with, and the fact that the gearbox still only has six forward ratios. Kia only mentioned it in passing during the launch, but the Cerato’s 6-speed automatic is a new unit. From personal experience, I can say that it feels more seamless than the older one. Conveniently, using its manual override function now changes the car’s drive mode to “Sport”, too. To showcase the Cerato’s lighter weight and more dynamic character, we took it for several laps around the Dubai Autodrome. Impressively, the Cerato felt nimbler and had less inertia as it tackled the slalom and lane-change exercises. And despite there being no upgrade to the brakes, they felt a lot stronger than before. It’s not going to win any handling contests, but the new Cerato definitely has a more responsive helm and a keener turn-in. In 1.6-litre guise, the Cerato is no threat to a hot hatch. But somehow, I feel like the engineers have hidden the car’s performance potential. Imagine if it had the 138hp turbocharged 1.4-litre engine found in Hyundai’s i30 hatchback. That would give the Cerato some pep in its step. Maybe it’ll happen when the car is facelifted in two to three years’ time. Arriving much sooner will be the “spicy kimchi” version of the Cerato. Due to begin production later this year, it will have a turbocharged 1.6-litre engine that pumps out 201hp and 265Nm of torque. Most buyers will find the Cerato to be a compelling proposition. As for me, I’m reserving further judgement until I’ve driven the car in Singapore. Consumers are difficult to please. None more so than owners who have to evaluate the newer version of their car.

AUGUST 2018 TORQUE

It takes TWO TO TANGO in Torque on the Move 2018! Pair up with an equally street-smart and road-savvy teammate, dance with your car on the tarmac from one exciting challenge to another, and tango your way to fabulous prizes!

22 Sep 2018, 11am–6pm Registration fee: $40 per team of 2 (Registration ends on 21 Aug) Cool prizes for the top three teams & Best Dressed Car

Each participant receives a goody bag worth over $80

All participants stand to win lucky draw prizes

Refreshments will be provided

E-mail any enquiries to us at magtorque_promo@sph.com.sg

Y ENJO FF O % 25 en you e wh r befor te regis 2 Aug 1

SINGAPORE’S FAVOURITE AUTOMOTIVE TELEMATCH IS BACK!

PRE-EVENT CHALLENGES* Complete the challenges that we’ll post on Torque’s Facebook page before the event for extra points!

TORQUE JUNCTIONS Decipher clues to locate the different Torque Junctions, where fun games and unique puzzles await!

BONUS CHALLENGES* Turbocharge your points tally by completing Bonus Challenges during the event. But be careful – they can be quite tricky!

*These challenges are not compulsory, but can earn extra points that will be added to your team’s total score.

Official Car

Official Tyre

Organised by:

LEXUS ES

STORY SARJEET SINGH LOCATION NASHVILLE, USA

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DRIVE

ES STANDS FOR EXCEPTIONALLY SPORTY

Exceptional sportiness is the name of the luxury game for the latest Lexus saloon.

AUGUST 2018 TORQUE

LEXUS ES

LEXUS INTENDS TO WIN OVER NEW CUSTOMERS WITH THE NEW AND EXCEPTIONALLY SPORTY ES.

L LEXUSâ&#x20AC;&#x2122; best-selling model after the RX, a luxurious SUV, is the ES, a luxurious saloon. The outgoing sixth-generation ES still looks fresh from the oven. It has been six years since its launch in 2012, but you will be excused to assume it was much later. The car has not aged a day with its sleek and chiselled silhouette. Even the facelift nip-and-tuck in 2015 was

slight and relatively unnoticeable. The 2019 ES may look like the flagship LS at first glance, but it appears muscular and more athletic, as if it spent many hours in the Lexus gym. There is a pair of defined, ripped shoulders aft of the C-pillars. The saloon cuts a striking profile with a drag coefficient of only 0.27 for the ES250 and 0.26 for the ES300h (with a boot spoiler and if equipped with narrower 215/55 R17 tyres). The imposing corporate front-grille design takes after the two-door LC coupe and the

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LS limousine, and will remain a conversation piece. For the ES, the signature spindle grille is differentiated by vertical lines (the grilles on the LC and LS are more mesh-like) and is satin-plated. Yasuhiro Sakakibara, chief engineer of the newest Lexus ES and also deputy chief engineer of the latest Toyota Camry, told me that his favourite aspect of the car is the styling. He said if you are in your backyard, you just want a beer and to keep looking at the ES. This is the third model to roll off the assembly line on Lexusâ&#x20AC;&#x2122;

Imposing front grille of the new ES takes after the LC coupe and LS limousine.

The exterior colours include this one called Ice Ecru, an ESspecific beige that is said to “mimic golden light reflecting off fresh snow”.

all-new Global Architecture-K (GA-K) platform adopted by the LC and LS. In the case of the ES, the platform is front-wheel-drive. The GA-K chassis uses more than twice the structural adhesives than the last ES. Laser screw-welding, as used in the LS, is also employed here. This is more precise than traditional spot-welding and prevents distortion of body panel, because laser generates less heat during the process. The new Japanese luxury saloon is 45mm wider, 65mm longer and sits 5mm lower than the previous ES. The wheelbase is

also longer by 50mm. Each wheel is nearer to every corner of the new body, which results in tracks widening by 10mm at the front and 30mm at the rear. The squat and purposeful stance declares the saloon’s sporty intentions. The MacPherson-strut front suspension has been tweaked to improve response and the rear suspension is all-new, with multilink trailing arms in lieu of struts. Lexus touts the new ES to be quieter and more cavernous. Rear legroom is LS-like. “Couple distance” for the front and directly rear occupants is a classleading 1022mm – great if your

driving spouse has bad breath and the air-con is not at full blast. On the move, the luxurious cabin is noticeably more refined through the extensive use of even more soundproofing materials. The stiffer body also contributes to the improvement. To me, the biggest difference between the old and new models is the steering feedback – it is night and day. In the earlier ES, the steering is woolly and uncommunicative, but in the 2019 model, it’s razor-sharp, thanks to a new electric power-steering system mounted directly on the steering

AUGUST 2018 TORQUE

LEXUS ES

LEXUS ES300H 2.5 (A) ENGINE MAX POWER MAX TORQUE POWER TO WEIGHT GEARBOX 0-100KM/H TOP SPEED CONSUMPTION CO2 EMISSION PRICE INCL. COE

2487cc, 16-valves, inline-4, hybrid 178hp at 5700rpm (total system output 218hp) 221Nm at 3600-5200rpm 129.8hp per tonne CVT 8.9 seconds 180km/h 21.7km/L (combined) 104g/km To be announced

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rack instead of the steering column. The offshoot is greater steering adjustability, with 30mm of additional tilt and 40mm longer telescopic range. It was a delight to steer the new ES on the twisty back roads of suburban Nashville. I was in complete control as I flicked the steering wheel left and right, with no secondguessing whether I was in my lane on the tight and narrow roads. The Bridgestone Turanza T005A tyres, though being comfort-oriented, did not squeal like country pigs as I drove the ES like a sport sedan. The Lexus’ ride was composed, with little body roll, and it felt lithe and sporty. Yes, the new ES now handles like how I drove it – a sport sedan, whilst still gliding over small road bumps and crevices like how a Lexus should. Singapore will receive the ES250 and the petrol-

electric hybrid ES300h. The non-hybrid model has a new 2487cc 4-cylinder engine – the same capacity as the replaced motor, but with a longer stroke and narrower bore to enhance fuel efficiency. Compared to the preceding engine, the new 4-pot motor delivers 26 horsepower more, or 207hp, and an extra 12Nm of torque, or 247Nm. The front wheels are driven via a new 8-speed Direct Shift automatic transmission, which has two more gear ratios than the last autobox. It also runs between 250rpm and 300rpm lower at 100km/h than the old 6-speeder. The acceleration felt tardy though, as reflected by the 0-100km/h figure of 9.1 seconds, which is the same as the previous ES250 despite the improved power and torque. The culprit anchoring down the new car is its kerb weight of between 1600kg and 1660kg,

Razor-sharp steering feedback targets the sporty towkay as the “ES-cellent” onboard equipment takes great care of him.

THE 2019 ES MAY LOOK LIKE THE FLAGSHIP LS AT FIRST GLANCE, BUT IT APPEARS MUSCULAR AND MORE ATHLETIC, AS IF IT SPENT MANY HOURS IN THE LEXUS GYM.

compared with the old car’s 1585kg to 1615kg. I suspect the main guilty party is the additional sound insulation. Alas, Lexus missed an opportunity to turbocharge the new engine for more power and torque to complement the sharp handling. It could have been a giant-killer against the competition. The new 4-pot engine also finds a role in the hybrid, mated with a lighter and smaller electric motor. Hand in hand, they produce 218hp of total power at 5700rpm and 221Nm of total torque from 3600 to 5200rpm. Like the previous ES, transmission of powertrain output is via CVT. The hybrid is the one to get if you want a more satisfying drive. The pick-up belies its 8.9-seconds century sprint, for it feels faster. The “rubber band” character of previous hybrids with CVTs has been reduced. In this fourth-generation

Hybrid Drive System, the engine speed is aligned more closely with vehicular speed for a more linear acceleration. The nickel-metal hydride battery is now relocated under the rear seat instead of the trunk, thanks to a 12cm slimmer structure and a compact cooling system. This means that boot space in the hybrid version is no longer compromised and offers the same 473 litres of cargo capacity as in the ES250. In the previous ES hybrid, it was 425 litres. The interior is well-executed and classy. The steering wheel has been nicked from the LS and a massive 12.3-inch multi-information display takes centre stage. There is a pair of cheeky “Shrek ears” knobs on the driver instrumentation binnacle – the right for the Eco, Normal and Sport settings, and the left for traction control.

AUGUST 2018 TORQUE

LEXUS ES

The cabin is bathed in exquisite leather with four colour options â&#x20AC;&#x201C; Chateau (tan), Topaz Brown (orangey brown), Black and something called Rich Cream (beige). The Lexus Safety System has also been upgraded to include, inter alia, night-time pedestrian detection and daytime cyclist detection to reduce the risks of being charged in court for reckless driving. Borneo Motors will offer the latest Lexus ES in Executive and Luxury trims for both variants in the fourth quarter of this year. Notably, the Luxury version gets a head-up display projecting customisable information on the front windscreen and a 17-speaker Mark Levinson audio system (the Executive edition gets a 10-speaker Pioneer system). Towkays and tai tais may prefer the Luxury-spec ES, whose standard equipment includes electric rear seats that recline up to 8 degrees. Lexus intends to win over new customers with the new and exceptionally sporty ES. Donâ&#x20AC;&#x2122;t bet your money against it.

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LEXUS ES250 2.5 (A) “Japan Airlines” business class and first class for the coddled bosses in the front and the pampered passengers in the rear, respectively.

DRIVETRAIN TYPE

Inline-4, 16-valves CAPACITY

2487cc

BORE X STROKE

87.5mm x 103.4mm COMPRESSION RATIO

13:1

MAX POWER

207hp at 6600rpm MAX TORQUE

247Nm at 5000rpm POWER TO WEIGHT

129.4hp per tonne GEARBOX

The new ES handles like a sport sedan, whilst still gliding over the road like how a Lexus should – quietly and comfortably.

8-speed automatic with manual select DRIVEN WHEELS

Front

PERFORMANCE 0-100KM/H

9.1 seconds TOP SPEED

210km/h

CONSUMPTION

15.15km/L (combined) CO2 EMISSION

150g/km

SUSPENSION FRONT

MacPherson struts, coil springs, anti-roll bar REAR

Multi-link trailing arms, coil springs, anti-roll bar

BRAKES FRONT / REAR

Ventilated discs / Discs

TYRES TYPE

Bridgestone Turanza T005A SIZE

235/45 R18

SAFETY AIRBAGS

TRACTION AIDS

ABS, VSC

MEASUREMENTS LENGTH

4975mm WIDTH

1865mm HEIGHT

1445mm WHEELBASE

2870mm

KERB WEIGHT

1600kg

TURNING CIRCLE

11.8m

BUYING IT PRICE INCL. COE

To be announced WARRANTY

To be announced SPORTIER-LOOKING THAN BEFORE, GREATER REFINEMENT, CLASSY CABIN, LIMO-LIKE REAR LEGROOM

NO TURBO, NO WEIGHT LOSS, COMPETES CONVINCINGLY AGAINST LEXUS’ OWN GS

AUGUST 2018 TORQUE

AUDI A6

STORY LIONEL SEAH LOCATION PORTIMAO, PORTUGAL

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DRIVE

FORWARDLOOKING EXECUTIVE

The new A6 is a mild hybrid from Audiâ&#x20AC;&#x2122;s high-tech stable that can be specified with up to 39 driver-assistance systems.

AUGUST 2018 TORQUE

AUDI A6

F FOLLOWING the introduction of the A8 limousine and A7 Sportback is the equally advanced and all-new A6 executive saloon. On the surface, the new A6 looks sportier and more chiselled than its predecessor, and shares styling cues with the flagship A8. There are sharper crease lines and bulging rear fenders which are reminiscent of the original Quattro. Snazzy matrix LED front and rear lights are available options. But in the context of Singapore’s well-lit streets, they would be quite irrelevant.

Emphasising the A6’s width and more planted stance is the chrome strip that extends across the rear end to “connect” the tail-lights. There also seems to be a pair of what looks like trapezoidal tailpipes. As it turns out, these are the same faux exhaust designs on the A7 and A8. The real tailpipes are actually beneath the bumper. Such appendages are superfluous. According to an Audi spokesperson, there were mixed views during the development stages. Nevertheless, management signed off on them. Oh well. Overall, the new A6 is lower but not much larger than the older model. It measures 4939mm long (plus 6mm), 1886mm wide ( plus 12mm) and 1457mm tall (minus 21mm).

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The wheelbase, which is 12mm longer and now measures 2924mm, is good news for rear passengers. However, the backseat’s centre occupant will still be in an awkward position, no thanks to the pronounced floor protrusion. Boot space remains unchanged at 530 litres, but should you need more space, the 40:20:40 split-folding rear seatbacks will enhance the car’s load-hauling versatility. The A6’s cabin can be described as a swanky and futuristic business-class space. Premium materials found inside include Valcona leather cladding, open-pore wood inlays, and aluminium trim accents. The A6’s MMI (MultiMedia Interface) infotainment system does away with most

Many of the infotainment, car and climate controls are now accessed and controlled via the two touchscreens on the centre console.

buttons and dials. Even the familiar MMI dial and scribblepad have been banished. Taking their places are dual touchscreen panels with haptic and acoustic feedback. The lower 8.6-inch panel lets you control features such as the cabin climate, while the upper 10.1-inch panel shows the navigation screen and various vehicle assistance systems. There are quick-access customisable icons for both screens. Clearly, the new MMI system is geared towards tech-savvy users,

with everything a click, swipe or pinch away. Just keep a microfibre cloth handy, as the glossy black panels smudge easily. Optional cabin niceties include ventilation and massage functions for the front seats, an air ioniser and fragrance package (like those in high-end BMWs and Mercedes-Benzes), and an audiophile-grade Bang & Olufsen 3D sound system. There are a multitude of assistance systems, which are bundled into three AI packages â&#x20AC;&#x201C; Park, City and Tour.

THE CABIN IS A FUTURISTIC BUSINESSCLASS SPACE WITH PREMIUM MATERIALS.

AUGUST 2018 TORQUE

AUDI A6

The Park package includes Parking Pilot and Remote Garage Pilot. The City package includes Cross Traffic Assist, Kerb Warning to protect those expensive rims, and Exit Warning that tells you not to open the door when there is an approaching pedestrian or cyclist. Lastly, the Tour package includes Adaptive Cruise Assist for speeds up to 250km/h, Traffic Jam Pilot for hands-free driving in heavy traffic up to 60km/h, and Active Lane Assist. Forming the eyes and monitors of these various systems are five cameras, five radars, 12 ultrasound sensors and a laser scanner. All components are strategically placed for

comprehensive 360-degree surveillance, with the data fed to a central driverassistance controller. The new A6 shares its design DNA and MLB Evo architecture with its new A7 and A8 siblings. And just like them, it is also equipped with a 48-volt, 10Ah lithium-ion battery that powers a belt-driven alternator starter. Rather than boost power, this mild hybrid (MHEV) system helps improve efficiency. Audi says MHEV can reduce fuel consumption by up to 0.7 litres per 100km. Take your foot off the accelerator pedal when the A6 is in the 55-160km/h speed range and the car can coast with the engine switched off for up to 40 seconds. When decelerating, the

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alternator recharges the battery. I managed 8.9km per litre on the drive from Porto to Douro Valley, a route which consisted of city roads, highways and mountain passes. Although the figure is way off the claimed average consumption of 14.1km per litre, it is respectable for a saloon with a turbocharged 3-litre V6 engine. Said motor produces 340hp and 500Nm, and powers the A6 from rest to 100km/h in 5.1 seconds. It is quicker than most hot hatches, especially in a straight line. The A6 has five selectable drive modes â&#x20AC;&#x201C; Efficiency, Comfort, Auto, Dynamic and Individual. I prefer Auto because it tells the system to determine the appropriate drive mode

Dual climate zones and two USB ports help to keep backseat occupants cool and connected.

Turbocharged 3-litre V6 is a B-cycle engine with a mild hybrid system to reduce its thirst for unleaded fuel.

DRIVETRAIN TYPE

V6, 24-valves, turbocharged CAPACITY

2995cc

BORE X STROKE

84.5mm x 89mm COMPRESSION RATIO

11.2:1

MAX POWER

340hp at 5000-6400rpm MAX TORQUE

500Nm at 1370-4500rpm POWER TO WEIGHT

193.2hp per tonne GEARBOX

7-speed dual-clutch with manual select DRIVEN WHEELS

All

PERFORMANCE 0-100KM/H

5.1 seconds

TOP SPEED

250km/h (governed) CONSUMPTION

14.1km/L (combined) CO2 EMISSION

161g/km

SUSPENSION FRONT

Five-link, adaptive dampers, anti-roll bar REAR

Five-link, adaptive dampers, anti-roll bar

BRAKES FRONT / REAR

Ventilated discs

TYRES TYPE

Pirelli P Zero SIZE

255/40 R20

SAFETY AIRBAGS

TRACTION AIDS

ABS, ESC

MEASUREMENTS LENGTH

4939mm WIDTH

1886mm HEIGHT

1457mm WHEELBASE

2924mm

KERB WEIGHT

1760kg

TURNING CIRCLE

11.1m

BUYING IT PRICE INCL. COE

To be announced WARRANTY

5 years/unlimited km EXCEPTIONAL BUILD QUALITY, REFINED PERFORMANCE, COMPOSED RIDE

STEERING LACKS FEEDBACK, OPTIONS ARE COSTLY, FAUX EXHAUST TRIM IS UGLY

AUGUST 2018 TORQUE

AUDI A6

THE NEW A6 IS NOT THE LAST WORD IN DRIVER ENGAGEMENT, BUT REMAINS TRUE TO ITS EXECUTIVE PURPOSE BY DELIVERING SWIFT PROGRESS WHILE PAMPERING OCCUPANTS.

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for the prevailing road and speed conditions. The car’s relatively quick (2.2 turns lock-to-lock) and linear steering makes light work of parking and cornering. However, it lacks feedback at higher speeds. The A6 can be specified with optional all-wheel steering (AWS). At speeds up to 60km/h, the system turns the rear wheels up to five degrees in the opposite direction to the front wheels. This gives the A6 a smaller turning circle than its more compact A4 sibling. Above 60km/h, the AWS turns the rear wheels in the same direction (up to two degrees) as the front pair, improving high-speed stability. Quattro all-wheel-drive (AWD) is one of Audi’s Ultra technologies. To help save fuel, only the front wheels are driven by default. When more traction is required, such as during cornering and/ or on slippery surfaces, more torque is transferred to the rear wheels. There is a torque vectoring function to help the car around corners, too. All of these make the A6 feel undramatic and neutral when negotiating fast roundabouts. And if the saloon is equipped with air suspension, it’ll also be utterly composed. So, the new A6 is not the last word in driver engagement. But it remains true to its executive purpose by delivering swift progress while pampering occupants in its advanced and luxurious cabin. The Audi A6 3.0 will come to Singapore in the fourth quarter this year. It will be followed by an entry-level variant with a turbocharged 2-litre engine, as well as a stylish A6 Avant (Audispeak for station wagon).

AUGUST 2018 TORQUE

FEATURE TECH

STORY SHREEJIT CHANGAROTH

TORQUE SHOP #8

I changed my car’s front suspension a few months ago. Recently, my mechanic told me that the front tyres are wearing out unevenly – the inner portion is wearing out faster than the outer portion. I am not sure if this uneven wear occurred before or after the suspension change. Which do you think is more likely and what should I do about it? Uneven tyre wear is, without doubt, due to incorrect suspension alignment settings. The workshop that replaced your front suspension would have dismantled a number of components in the process. When front suspension work is completed, it is mandatory to realign the front wheels to original specifications. Having said that, it is possible that the inner tyre-wear began before your suspension renewal. But the workshop which did the work would be able to provide the wheel alignment report, if indeed it was carried out immediately after the suspension was reassembled. If realignment was not carried out, you must send your car to a tyre shop that is equipped

to measure and reset your car’s front wheel alignment. If the inner tread of the front tyres is badly worn, it would be advisable to replace both front tyres. My five-year-old Toyota Camry has been behaving strangely lately. Every time I accelerate, the car tends to veer left. More seriously, when I am in the middle of a road curve and I ease off the accelerator pedal midway, the car feels as if it wants to steer

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A DILIGENT WORKSHOP MAY DISCOVER A WORNOUT SUSPENSION LINKAGE, BUSTED DAMPERS OR EVEN DEFECTIVE TYRES.

PHOTOS & ILLUSTRATION 123RF.COM

Our trusty mechanical engineer is here to help these motorists who are faced with car suspension issues.

Suspension components are subjected to wear and tear, so they need to be serviced, repaired or replaced from time to time.

right. It is very unnerving. I have not done any repairs to the suspension. One workshop suggested that I replace the suspension. I do not know what that means or whether it will solve my instability issues. Is it a problem with the steering? The problem you have is not really a serious one, but like any that concerns dynamic stability,

you should have it rectified. A wayward behaviour when you accelerate or decelerate is caused by an uneven distribution of torque to the front wheels in any front-wheeldrive car. This is usually linked to improper wheel alignment. But before you send the car for a re-alignment, make sure the tyres are in good condition and the tyre pressures are correct. Uneven pressures in the front tyres can also cause what you are experiencing. If the symptom persists, then a professional wheel alignment service is necessary. A diligent workshop may discover a worn-out front suspension linkage, busted dampers or even defective tyres that are contributing

to the problem. If that is so, replacing suspension components may be required. I notice a soft growling sound which seems to come from my Honda Civicâ&#x20AC;&#x2122;s suspension. It gets louder when I steer left, even if it is a very gentle turn. Strangely, it disappears when I turn right. The car has clocked more than 55,000 kilometres and is serviced regularly. It has no other problems. Steering left while on the move loads up the right side of your car because the body leans to the right. The fact that the sound gets louder when you steer left immediately suggests that the source of the noise is the righthand front or rear suspension. Specifically, from your description, the problem lies with the wheel bearing. It might be the front or the rear wheel, but I suggest you replace all four wheel bearings. The cost is not prohibitively high and it is, in any case, a routine-maintenance step that will prevent future problems with the suspension.

AUGUST 2018 TORQUE

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08 / AUG

EXPRESS ESPRESSO

Petrolheads who are also coffee lovers will definitely want one of these in their kitchen. Made to resemble a Formula 1 engine, the Espresso Veloce Serie Titanio comes as a V8, V10 or V12 model (pictured here). The machine, which is designed for Nespresso capsules, also features titanium “exhausts” and pistonshaped cups to complete the racy coffee experience. $POA

WEIGHING 23KG, THE VELOCE SERIE TITANIO WILL REQUIRE A VERY STURDY KITCHEN COUNTER.

AUGUST 2018 TORQUE

PLAY TIME

WORDS DAVID TING

RED DOTS

The “little red dot” turns 53 this month – happy birthday, Singapore, it’s “time” to celebrate with these dashes of red.

TISSOT CHRONO XL NBA TEAMS, CHICAGO BULLS $POA

MONTBLANC SUMMIT SMARTWATCH $1400

VICTORINOX I.N.O.X. 241719.1 .1 $POA $ A

L MINOX LUM SEN S NTRY 0215.SL $417 $

CORUM ADM MIRAL AC-ONE 45 SQUELETTE E $16,799 $ , 9

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

CHOPARD MILL LE NG MIGLIA RACING SO COLORS, ROSS SA CORSA 40 $7840

TUDOR BLACK BAY, BURGU U UNDY FABRIC C STRAP S P $POA $ A

URWERK UR-210 BLACK PLATINUM $238,600

LONGINES S A DOLCEVITA 0 $1910 ALPINA INA ONG SEASTRO G DIVER GMT G T POA $P A

NOMOS CLUB NEOMATIK SIREN RED $4210

HUBLOT T BIG BANG U UNICO RED MA R AGIC $37,200 $ , 0

AUGUST 2018 TORQUE

TIME

SINN 9 910 SRS S S $6790 $ 0

ORIS BIG CROWN POINTER DATE $2250

BLANCPAIN L-EVOLUTION CHRONOGRAPHE FLYBACK A RATTRAPANTE $POA

EDOX CHRONOOFFSHORE $2568

BELL & ROSS BR03-94 R.S. 18 $9500

SEIKO PROSPEX PADI SNE499 $551

ORIENT OR AC C08001T $32 $ 23

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

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PLAY THINGS

WORDS JEREMY CHUA

The next best thing to being able to drive an exotic car would be to take it for a spin via a virtual reality headset like the Oculus Go. The Go features a 5.5inch display with a resolution of 2560 x 1440 pixels, and comes with built-in speakers (there’s a 3.5mm headphone jack, too) to enrich the experience. $270

Fitness buffs who want a pair of earphones that won’t get in the way of their workouts can consider the Sony WF-SP700N. These wireless earphones are splash- and sweat-proof, and each piece weighs just 7.6 grams. With their noise-cancelling function, they can help you ignore chatty gym-goers, too. Available in four colours. $299

GEAR FOR GEARHEADS Enthusiasts looking

Complement your

for a tough, car-

“indestructible”

inspired backpack

backpack by donning

could consider the

the Volleback 100 Year

Arktype Dashpack

Hoodie. Made from

Mark II. The bag’s

100 percent Kevlar (the

shoulder straps are

same material used

made with seatbelt

to make body armour

webbing, the exterior

and tyres), it can

is constructed from

supposedly withstand

1680D ballistic nylon

temperatures from

and the interior

300 degrees C to

is reinforced with

-200 degrees C. That

210D double-walled

said, we strongly

ripstop nylon. It can

advise against using

comfortably hold a

it as a fireproof suit or

13-inch laptop and

bulletproof vest. $449

a 10-inch tablet, along with your other accoutrements. $269 If you own a gilded Rolls-Royce Dawn and love driving it with the top down, then you’ll probably want shades like Ray-Ban’s Golden Wings Limited Edition. Each pair of sunglasses has a 24 carat gold-plated lens, and only 500 pairs are available worldwide. $815

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

WORDS JEREMY CHUA

PLAY FARE

Milkshake addicts searching for their next fix may wish to head to Summerlong Restaurant, which has five new milkshakes on its menu. Try the Peanut Butter and Jelly Time (below), a heady mix that includes peanut butter shake, banana puree, and whipped cream drizzled with chocolate and caramel before being topped off with a peanut butter and jelly sandwich. The establishment is located in Robertson Quay.

Mooncake fans looking to satiate their desire for this annual treat could consider the varieties available at Hilton Singapore. Apart from the traditional white lotus paste mooncakes, there are also mini snowskin mooncakes with flavours such as dark chocolate and crunchy pearls, and black sesame with hazelnut praline.

Honey-lovers tired of the usual floralflavoured varieties can consider Greek Kouzinaâ&#x20AC;&#x2122;s Chestnut Honey, which is harvested from bees whose main nectar sources are chestnut tree flowers. Unlike regular honey that is typically very sweet, chestnut honey is supposedly milder and has a strong peppery taste, too. The product can be ordered through the firmâ&#x20AC;&#x2122;s website.

TANK UP & CHOW DOWN

AUGUST 2018 TORQUE

BUY

NEW TO TOWN HYUNDAI SANTA FE P R I C E O N A P P L I C AT I O N

This seven-seater SUV is larger, roomier and more advanced than its predecessor. Aside from the new head-up display and adaptive cruise control functions, the Santa Fe will appeal to parents with the new Rear Occupant Alert and Safety Exit Assist systems. The former alerts drivers by sounding the horn if there is movement in the rear seats after they leave and lock the car, while the latter temporarily locks the doors to stop them from being opened when the system detects vehicles approaching from behind. π R I VA L : K I A S O R E N TO

SUZUKI SWIFT P R I C E O N A P P L I C AT I O N

This supermini is more practical and more powerful than the previous model. There’s more space for passengers thanks to the car’s longer wheelbase, and boot capacity is up by 54 litres to 254 litres (rear seats up). Under the bonnet, the new turbocharged 1-litre 3-cylinder engine produces 110hp and 160Nm, or 15hp and 30Nm more than the naturally aspirated 1.4-litre 4-cylinder in the older car. And with a 6-speed automatic instead of a 4-speed auto, fuel economy should be better, too. π R I VA L : H O N DA JA Z Z

COMING SOON TO SINGAPORE

BMW 8 SERIES COUPE FORD FOCUS

HYUNDAI i30 N

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AUDI RS4 AVANT $392,280 O N T H E R OA D

This German estate delivers an even more blistering pace than the preceding model, despite “only” having a turbocharged 2.9-litre V6 instead of a naturally aspirated 4.2-litre V8. The 6-cylinder motor matches the V8’s 450hp output while delivering 600Nm of torque, or 170Nm more than before. Because the V6’s torque is spread over a wider range than the V8’s, it helps the RS4 crush the century dash in 4.1 seconds, or 0.6 of a second quicker than the older model. π R I VA L : M E R C E D E S-A M G C 63 E S TAT E

LEXUS RX350L $292,800 O N T H E R OA D

Lexus’ first seven-seater model in Singapore surprisingly offers more SUV for less money. The RX350L is longer and taller than the fiveseater RX350, but costs $25,000 less. Key features include a third climate zone for the rearmost passengers and electrically folding third-row seats to make freeing up boot space easier. However, because the RX350L's wheelbase length is identical to the RX350's, the last-row is best reserved for small children or petite adults. π R I VA L : AU D I Q7

AUDI A8

ZA A-CLASS MERCEDES-BENZ CLASS JAGUAR I-PACE

AUGUST 2018 TORQUE

A U G U S T 2 0 1 8 W W W.T O R Q U E .C O M . S G

THE ILLUSTRATIONS CHRONICLE THE DIFFERENT COMMUTES OF THREE MEN WORKING IN THE SAME OFFICE â&#x20AC;&#x201C; MR C.A. BEE WHO TAKES TAXIS ALL THE TIME, MR RICKY TAN WHO GETS AROUND BY BUS AND TRAIN, AND MR G.T. OH WHO DRIVES A LITTLE HATCHBACK, HIS FIRST CAR AFTER YEARS OF TAKING PUBLIC TRANSPORT.

The 2008 September issue of this magazine ran the first (and last) Torque comic-strip titled Wheels Of Fortune.

TEN-YEAR-OLD CAR-TOON

Words David Ting Illustration Sonny Liew

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