RPM Real • Passionate • Motoring

RPMCONTENTS Features

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LANCIA DELTA When the Lancia Delta dominate Group A

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HONDA ACCORD Honda introduce its Ninth Generation Accord. We look back at Honda Accord since its debut back in 1976

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F12BERINETTA

We asjed Ferando Alonson who faced with such an extreme test at Fiorano

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First Drive 22

LEXUS v.s BMW

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AUDI R8

32

BMW 3GT

Regulars 08

UPCOMING

We give you the latest insight of what is the next promising car that is hitting the local market

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CAR HACK

Apart from keeping you updated of the new COE scheme, we also teach you how to maintain your car at a low cost

4 RPM | November 2013

22

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Editor Tan Feng Soon, Eric Editorial director Sales & Marketing Motoring editor Upcoming editor First drive editor Features editor Car hack editor Art Director Senior designer Designer Staff writer Sub editor Contributing editor Contributing editor Contributing editor Road test Columnist Columnist Office admin

Lee Eastman Jackie Lee Robert Sie John Lim Sophia Wee Hong Wei Wang Charmaine Goh Jean Tang Belle Loke Winnie Soo Stephen Chow Ken Tan Richard Ng Dawn Phua Audrey Teng Tim Ang Peter Kim Leah Oh Mike Chang

Contributors (words) Kim Adams, Simon Tan, Simon Lee, Matthew Cheng, David Yu, Benjamin Foo Contributor (pictures) Audi, Lancia, Borneo Motors, Honda, Hyundai George Fang, Paul Quek It wouldn’t have been possible without Cindy Loy, Kallie Teo, Google.com, sgcarmart.com, Evo Singapore

Subscriptions

Sarah Tan sarahtan@rpm.com.sg Telephone +65 6552 9909 rpm.com.sg/sub

Editorial Team

Telephone +65 6551 9909 Fax +6565519900 Email info@rpm.com.sg Imagine Intermedia Publishing Pte Ltd. 102 Keong Saik Road, #01-09 Singapore 223821

RPM.Ed speaks …

F

IVE YEARS AGO, I WAS GIVEN THE KEYS TO THE MOST powerful vehicle i have ever driven. The test drive lasted 60 months and has taken me through every continent, with the exception of the Antarctic, and has been quite simply the greatest adventure of my life. And the best part is, I helped build it. After 12 amazing years with RPM, five of which were behind the wheel, I have been offered an amazing opportunity that, if all goes to plan, will take the magazine to an entirely new level.

These things only come around once in lifetime, but the trade off is that it will demand quite a large chunk of my time––something that anyone who has ever tried putting together a 50 plus page monthly magazine will tell you is the single most precious currency you have––which is why this November issue will be my last as editor in chief.

But that doesn’t mean I won’t be tagging along for the ride. Heck, no. It will simply mean that I will hand over the wheel to our editorial director and Chairman, Carl Cunanan, and become that annoying back seat driver he wished he had an override button to deploy the airbag on.

Starting September 1, I will take on the role of Editor at Large, which is basically like an EIC without a dress code, a parking slot and regular working hours; but if it bothers you to know, I will still come up with at least three reviews, features or editorials a month, plus some weekly cyber chatter over on our freshly tuned up website, rpm.com.sg.

Basically, you’re not getting rid of me. Far from it. Although I don’t have the luxury to give details, the new opportunity that I will be working on should open up new roads for RPM! to leave fresh tracks on and I do ask that you extend the same support to our new EIC, Carl Cunanan, and the rest of the RPM Team while I’m gone, because if things don’t work out, it will be a lot easier for me to ask for the keys back now that I have that last line in writing.

It was a discussion that flared up several times over the week, with neither camp willing to back down. There was eventually some consensus and I won’t give the game away here – you’ll need to work for that and flip to the page – but I think The Debate does illustrate a significant point.

Within a motoring niche, there’s often very little that distinguishes contenders.

The modern car is a superbly engineered machine and there are not many obviously bad examples out there. That’s a good thing. Yes, it does make our job of providing a considered opinion a tough one, but we do have a pretty good – although often fiery – system in place to make sure we come out with an equitable and balanced verdict.

With that said, there’s no better way to celebrate than with the best of the best. In this special issue you will find only the best our local industry have to offer as we present to you the winners of the 9th annual RPM Awards. Everything from the cars, bikes, SUVs, MPVs, AUVs and wannabes, it is all here in one collectors edition that I may pay you good money for one day if my house goes under water one more time and I lose all my back issues. Again.

FOLLOW US AT:

FACEBOOK: www.facebook.com/rpmsg TWITTER: @rpmSG WEB: www.rpm.cpm.sg

Tan Feng Soon, Eric Editor erictan@rpm.com.sg

6 RPM | November 2013

Test Drive A New Car

CAR VS. WILD?

With so many options for car shopping online and a general disdain for the dealership experience, consumers are willing to buy a new car -- the second most expensive purchase for most people -- without actually testing it out first.

This is a disturbing trend, as no matter how good a car may look on paper or how well it is received by critics, consumers can still find crucial flaws with a certain car during the test drive -- mechanical, personal or otherwise.

The reality is there is no replacement for testing out a car, despite having so many shopping tools at one’s fingertips. We absolutely recommend that you to do your research, but you need to actually experience a car yourself.

ON THE SPECTACULAR BUT EXTREMELY HARSH AND VICIOUS TERRAINS OF MEXICO - PUTTING TO TEST THE LIMITS OF BOTH MAN AND MACHINE AS THEY VENTURE TO UNFORGIVING LOCATIONS WHERE NO CAR HAS GONE BEFORE. BE IT PUTTING RUBY’S ENGINE AT RISK BY DRIVING THROUGH THE DANGEROUS RIVERS OF THE LOS TUXTLA JUNGLE, EACH EPISODE DEMONSTRATES HOW BILL AND GARY BALANCE BOTH SPEED AND STRATEGY IN ORDER TO OVERCOME EACH OBSTACLE THAT TESTS THE LIMITS OF A HOSTILE ENVIRONMENT AND THEMSELVES.

CLEARWATER BAY ROAD, HONG KONG Driving in Hong Kong can be a stressful affair with constant bullying by mean taxi and mad minibus drivers.

But head just outside of the bottleneck areas, and there are some great roads for weekend cruising. For a great afternoon excursion, take Clearwater Bay Road all the way to Po Toi O. Be sure to arrive at Po Toi O just before sunset; it’s a picturesque little fishing village where you can feast on delicious, fresh seafood Canto dishes. And just before hitting Po Toi O, on Tai Au Mun Road, one might catch sight of a row of cars parked off to one side. The drivers are likely flying their model airplanes on the cliff overlooking the beautiful bay.

8 RPM | November 2013

Let’s Go Kart

Jeju Island coastal drives, South Korea

South Korea’s resort island of Jeju offers vacationers an easy-going leisure drive along its coastal Ilju Road (Road 12). If staying at The Shilla, cruise the 5.6 kilometers from Mount Songaksan to the base of Mount Sangbansan. Drive up Mount Songaksan for beautiful ocean vistas. The island’s inactive volcanoes, Mount Hallasan, Seongsan Ilchulbong and lava tubes at Manjanggul Cave, have been designated a UNESCO World Heritage site.

Karting is commonly perceived as the stepping stone to the higher and more expensive ranks of motorsports, and believe it or not, all current and many former Formula One drivers grew up racing karts. Prominent ones include World Champions Ayrton Senna, Michael Schumacher, Fernando Alonso, Kimi Raikkonen, Jenson Button, Lewis Hamilton and Sebastian Vettel.

Singapore may have the Formula One, but the true foundation of the sport has long been ignored. All this is about to change, starting at the far eastern end of Singapore.

Hokkaido Scenic Byway, Japan

YOU DON’T NEED TO FLY TO EUROPE TO ADMIRE FIELDS OF LAVENDER STRETCHING TO THE HORIZON. THERE ARE SIX DESIGNATED SCENIC BYWAYS IN HOKKAIDO OFFERING LANDSCAPES NOT UNLIKE THOSE IN THE SWISS ALPS OR PROVENCE IN FRANCE. JUST GO FOR A DRIVE ON THE TAISETSU-FURANO SCENIC BYWAY. THIS ROUTE TRUMPS PROVENCE IN ONE VERY IMPORTANT WAY -- IT HAS HOT SPRING BATHS. TO SOAK YOUR CARES AWAY, CHECK INTO THE ONSEN RESORTS OF HIGHLAND FURANO OR FURANO LA TERRE. FOR A BIT MORE COUNTRY CHARM, CHECK OUT THE QUAINT, LITTLE HUTTE BARDEN KAMIFURANO.

November 2013 | RPM 9

UPCOMING

New technologies enhance 2014 Range Rover Evoque Land Rover releases details on stylish and trendy enhanced Range Rover Evoque - arming it with more technology, upgraded engines and a nine-speed gearbox.

Words ANDRE LEE | Photographs ELROY NG

10 RPM | November 2013

UPCOMING

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NE OF THE most successful (and stylish if we my add) Land Rover vehicles ever made, the Range Rover Evoque, gets enhanced with the introduction of a host of new technologies. These enhancements lower fuel consumption by up to 11.4 percent and reduce CO2 emissions by up to 9.5 percent - depending on model - and bring a range of new comfort, convenience and connectivity features.

Customers ordering vehicles from the 2014 range will benefit from new features like a new nine-speed automatic transmission, new driveline technologies, seven new driver assistance features and detail design enhancements.

The ZF-9HP automatic transmission is among the world’s first nine-speed units fitted to a passenger car.

According to ZF, it has an ultrafast response time, and an adaptive shift programme that quickly matches the driving style. The new transmission

Specification Engine V6, 1998cc CO2 129g/km Power 236bhp@5500rpm Torque 230Nm@2500rpm Gear box 9-speed auto 0-100km/h 8 sec Top speed 216km/h Basic price $240,000 Contact Wearnes Automotive (63782626)

November 2013 | RPM 11

UPCOMING

Range Rover new economic interior made with recycable materials. With the exception of it lasting at least 20 years.

12 RPM | November 2013

UPCOMING promises improved economy, reduced emissions, enhanced performance and greater comfort.

Driver assistance capabilities offered on the enhanced model include - Park Exit (to automatically exit parallel parking bays), Perpendicular Park (to position the car centrally in parking bays) and Closing Vehicle Sensing and Reverse Traffic Detection (to warn drivers of oncoming traffic) on top of others.

The brand new optional Land Rover InControl connected car system, integrates two new features - InControl Remote that allows owners to make an SOS Emergency Call, which, in the event of an accident, automatically informs the emergency services of the vehicle’s position, and InControl Secure that can track the location of a stolen vehicle.

The Land Rover InControl Remote can be activated via a button concealed behind a flap in the overhead console. A second button connects to Land Rover Assistance. Another

optionally available feature is the, Active Driveline, a ‘on demand’ four-wheel drive system. The system operates in front-wheel drive only at speeds above 35km/h and - when required - automatically reconnects to four-wheel drive mode within 300 milliseconds. The system also features Active Torque Biasing with electronic-Diff (e-Diff) technology to distribute torque between the rear wheels, optimising traction and stability.

The 2014 Evoque continues to be powered by Land Rover’s range of economical and light weight four-cylinder engines with a choice of either the 2.2-litre diesel with either 147bhp or a higher 187bhp engine or a 2.0-litre 236bhp rated Petrol engine. Bundled with the new nine-speed automatic transmission, combined fuel consumption for the 2014 range is up to 24.4km/L, with CO2 emissions starting from as low as 129g/km.

‘Even when not driving off-road, the Range Rover handles well on public road’

November 2013 | RPM 13

UPCOMING

Hyundai reveals information for U.K. specific Tucson Hyundai has announced the specifications for the Tucson, a model which seeks to continue the car’s success in U.K.’s compact SUV segment.

Words JAMIE WONG | Photographs HYUNDAI

14 RPM | November 2013

UPCOMING

T

HE TUCSON RETAINS the 1.6-litre GDi petrol and 1.7-litre and 2.0-litre CRDi engines. On the 1.7-litre oil burner, the Intelligent Stop & Go (ISG) system can be requested as an option.

Further changes to the engine lineup include the introduction of a sixspeed automatic transmission on the 2.0-litre 134bhp rated, four-wheel drive model, replacing the current 178bhp unit. Despite the lack of power, the new power unit bring benefits like improved fuel consumption of 17.6km/L vs 16.7km/L and lower CO2 emissions of 179g/km against 189g/km previously.

Hyundai believes the Tucson

Specification Engine Inline-4cyl, 1998cc CO2 179g/km Power 160bhp@5200rpm Torque 205Nm@2500rpm Gear box 6-speed auto 0-100km/h 10 sec Top speed 197km/h Basic price $146,000 Contact Komoco Motors (64758888)

delivers true value to customers with a comprehensive list of new standard features across the range, from LED daytime running lights and

LED positioning lights, Tyre Pressure Monitoring System and Trailer Stability Assist.

In the cabin, the Tucson also comes with upgraded audio and navigation system units for each corresponding trim level. Mechanical enhancements for the Tucson include changes to the chassis and suspension setup, which includes dual amplitude selective dampers and side-load coil springs to improve ride comfort and handling.

There are now five clearly defined trim levels for the Tucson starting with the entry level S range, the mid-range SE and SE Nav followed by the range topping trims called Premium and Premium Panorama. The basic trim

November 2013 | RPM 15

UPCOMING offers 16-inch alloy wheels, USB and AUX connections, glove compartment with cooling function, Hillstart Assist Control (HAC) and Downhill Brake Control, among others.

On the higher end of the scale the Premium and Premium Panorama trims offer a host of features starting with 18-inch alloys, Bi-Xenon headlights with self-levelling system, chrome door handles and headlamp washers.

Keyless entry, leather seats and privacy glass round up the interior features.

The Premium Panorama receives the addition of an electric tilt and slide panoramic sunroof as standard.

In the U.K. the Tucson is offered with the brand’s industry leading five year Triple Care assurance package, which offers five years unlimited mileage warranty, five years free roadside assistance and five years of annual vehicle health checks.

16 RPM | November 2013

the cabin is pretty identical to its predecesor, but with addition of switches and sporty gear lever

UPCOMING

‘A fun yet inexpensive to maintain off road car but can it keep up with other off road car in the market?’

November 2013 | RPM 17

UPCOMING

Luxury taken to the next level – The new Audi A8

Unadulterated luxury is delivered with even more style and efficiency in the new generation Audi A8.

Words GARY KHOO | Photographs AUDI

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HE LATEST FLAGSHIP COMBINES REVISIONS to its weight-optimised, predominantly aluminium body with a raft of technological advances including new MatrixBeam LED headlights and an upgraded lineup of EU6compliant engines.

At the rear, the design of the LED tail lamps has been revised and the bumper in all models bar the S8 now incorporates two rhomboid tail pipes Built around the lightweight aluminium Audi Space Frame, the almost entirely aluminium body of the new generation A8

18 RPM | November 2013

has been finessed by subtle resculpting of the bonnet, the single frame grille, the front bumper and the lower edge of the headlight units. New chrome elements, new high gloss black window surrounds and five new colours also mark out the updated car.

The visual appeal, visibility and active safety of the new generation A8 can also now be enhanced by new optional headlights employing MatrixBeam Light Emitting Diode (LED) technology, which sets new benchmarks.

The length of 5,140mm, wheelbase of 2,990mm, width of 1,950mm and height of 1,460mm of the new generation

UPCOMING A8 remain unchanged, and this also applies to the A8 L models with their additional 130mm of wheelbase and body length added in the interest of rear passenger space.

The even sleeker new standard and long wheelbase bodies house a choice of seven petrol and TDI engines, the majority of which have been revised to improve performance and efficiency. The supercharged 3.0 TFSI petrol engine is boosted from 290bhp to 310bhp, the V8 twin-turbo 4.0 TFSI moves from 420bhp to 435bhp, the highly efficient 3.0 TDI clean diesel increases from 250bhp to 258bhp and the 4.2 TDI clean diesel gains 35bhp, taking it to 385bhp. Its already mighty torque output is also increased by 50Nm to a prodigious 850Nm. Customers can now choose from a new range of upholstery and inlays in new colour schemes Paired with quattro all-wheel drive, the 4.0 TFSI now powers the A8 from 0 to 100km/h in 4.5 seconds, but under partial load the Audi cylinder on demand (COD) system deactivates four of its eight-cylinders to give priority to fuel economy. The most efficient diesel engine is the 3.0 TDI, which returns up to 47.9mpg, corresponding to 155g of

CO2 per kilometre. All engines satisfy the Euro 6 standard, helped by friction-reducing measures, which reduce fuel consumption by as much as 10 percent.

In the lavishly trimmed and very comprehensively equipped interior, customers can choose from a new range of upholstery and inlays in new colour schemes. Additions include the woods Fine grain poplar brown-silver and Fine grain ash brown-gold natural as well as the leather Unikat, which is particularly natural-looking, soft and breathable.

Particularly indulgent interior options include front seats with ventilation and settings, relaxation seats Top:massage the facelit Audi A8 gives more legroom to its passenger, have added new with powered footrests, electricallyand adjustable, individual features to make driving comfortable than rear seats, a continuous, leather-covered centre console (exclusively for A8itsLpredcessor. models) and power-assisted door closure. The Audi exclusive personalisation range offers additional individualisation options for particularly discerning customers.

The new Audi A8 is expected to reach its first U.K. customers in January 2014. More information will be released when it come to Singapore.

Specification Engine V8 TDI, 2988cc CO2 155g/km Power 290bhp@5600rpm Torque 850Nm@3000rpm Gear box 8-speed auto 0-100km/h 4.5 sec Top speed 197km/h Basic price $419,300 Contact Premium Automobiles (68362223)

Despite adding a lot of new features, Audi kept it conventional styling so owner feel comfortable and need not to adjust much to accumtaise to the new style

November 2013 | RPM 19

FIRST DRIVE

SURVIVAL OF THE FITTEST The IS chases up to the glory of the 3 Series and could be en route to reign its class.

Words: NICHOLAS LOW | Photographs: LOW FAI MING

22 RPM | November 2013

FIRST DRIVE

W

E CAN IMAGINE HOW MANY DECISIONS AUTOMAKERS GO through before each new product is launched. They have to think through how sporty or how luxurious the new car should be, or whether it will take on a total revamp or slight makeover in the looks department.

And of course, most of the factors above will be largely construed (or limited) by something known as the ‘brand image’. For instance, a Lexus needs to boast a certain level of creature comforts. In penning a new bimmer, designers also have to incorporate the iconic ‘twin nostrils’. It is these qualities that give the car its identity.

Lexus of late has also adopted a genetic styling cue - the ‘spindle grille’, which it proudly wears on its face and shares throughout the entire model range.

This is the first generation of IS to undergo such ‘family treatment’. As such, the result is revolutionary - nothing quite like what we have seen before.

The new IS aims to be more emotionally appealing. And we have to take our hats off to the Japanese - they hit the right note with the GS, and from initial impressions, this IS is jolly good too. Of course, they didn’t come all the way without a mission, and that is to topple the highly regarded 3 Series off the throne.

November 2013 | RPM 23

FIRST DRIVE Lexus IS250

EXTERIOR

Both cars you see here are sprucedup versions of the ‘standard’ variants.

With help from the BMW M division, the current 3 Series (codenamed F30) wears an M Sport kit to muscle up its already stout appearance - like injecting a catalyst to speed up a tested-and-proven formula.

We particularly like the bumper extensions, which further strengthen the car’s on-road stance, and the entire package is unquestionably appealing.

But when placed next to the IS, the F30’s styling feels somewhat predictable.

Make no mistakes - the F30 and IS still carry the conventional proportions of a junior sedan. They also share very

24 RPM | November 2013

similar dimensions. The F30 measures 4,624mm x 1,811mm x 1,429mm (L x W x H) while the IS stands at 4,665mm x 1,810mm x 1,430mm.

Still, the IS does it with more emotions. It packs a lineup of surprises, such as lines and creases at unsuspecting areas. Some are even drawn at highly steep angles to give the car a dynamic look.

This visual drama is further accentuated with the F Sport body kit, which sees it put on a more pronounced front lips and bigger, nicer looking rims.

Based on looks alone, there is no doubt the IS will easily stand out from the crowd.

INTERIOR

Like their sheet metal, the both cabins tell very different tales. The F30’s interior is unmistakably bimmer, carrying the usual hues from the Bavarian marque, such as the driver-centric cockpit and the orange-lit instruments, which boast a simplistic design and are easy on the eye.

This M Sport variant receives a three-spoke Sport steering wheel. The skinnier spokes give off a different kind of vibe - less clunky and easier to pull through bends.

Even when placed second from the bottom of the range, the 320i gets a decent amount of gadgetry niceties - most useful being the Driving Experience control (selection from a range of driving modes from Eco Pro

FIRST DRIVE BMW 320i

to Sport), as well as the infotainment system, which is still one of the sweetest to use in the industry.

The IS, on the other hand, charms with its intrinsically-styled cabin. For starters, there is the space-age driver’s display that was inspired by the marque’s halo car - the LFA. It creates a sense of occasion for the driver, especially in either of the Sport modes where the single-dial tachometer glows with a beautiful white background.

The IS does with more creature comforts too. The front seats are ventilated. The cushions and door cards are thicker, and create a more bolstered interior, which elevates the premium feel of the cabin. As a whole, it feels like more effort was spent in

putting the cabin together, though it feels slightly more cramped than the F30.

THE DRIVE

BMW and Lexus claim that the F30 and IS have their roots laid in providing driving fun. That said, both cars are very different animals altogether, and it is not hard to tell by looking through their spec sheets alone.

The F30 320i packs a forceinduced 2.0-litre in-line four engine, and is coupled to an eight-speed Steptronic transmission. On the other hand, the IS250’s 2.5-litre V6 strictly relies on atmospheric pressure, and dispatches the drive via a six-speed automatic gearbox.

If straight-line sprint is what you care about the most, then the F30 deserves your vote. Off the line, the 320i’s sumptuous low end torque enables it to get up to pace quicker 7.3 seconds for 0-100km/h compared to 8.1 seconds in the IS. The bimmer’s capable eight-speed Steptronic also helps to translate the engine’s potency effectively, and hence the car feels ever-ready to get-up-andgo.

Put the F30 through a series of corners and you will discover the hidden gem beneath this German sedan. The concise and wellweighted steering provides handsome feedbacks, making it fun and engaging to drive.

November 2013 | RPM 25

FIRST DRIVE The IS, on the other hand, has a different set of tricks up its sleeves. Its V6 packs the linearity and creaminess that the bimmer’s in-line four lacks. The engine also strikes a good balance, maintaining its poise and posture without being too sedated. To paint a better picture, it will still launch you in a deciding manner should you pedal to the metal, but without putting butterflies in your stomach.

And in the midst of doing so, there is a clever device which echoes the V6’s soundtrack into the cabin (at your perusal by selecting the Sport mode), which truly enhances the driving experience.

That said, the downside of the IS’

26 RPM | November 2013

drivetrain lies in its six-speeder, which falls behind the bimmer’s in terms of intuitiveness and responsiveness.

Despite being fitted with lower profile tyres, the IS’ ride is notably more pliant. Even in its hardest Sport S+ setting, riding in the IS is never punishing on pocketed tarmac - and yet it is capable in filtering off body rolls on twisty roads. In comparison, the bimmer feels a tad jittery and nervous over the same type of road surface.

CONCLUSION

Credits where it’s due, the F30 still has the edge over the IS when it comes to driving involvement - though that advantage is diminished with this latest

incarnation of the IS. In its entirety, the F30’s victories are less substantial compared to the hits of the IS. The latter not only gives you the sporting vibes, but also feels special to pilot.

The biggest downside of the IS, however, lies in its price point. As of 23rd August, the IS250 F Sport retails for $261,000 - a princely $32k premium over the 320i M Sport, which goes for $228,760.

That said, the IS is a more complete car than the F30. And from our point of view, it is definitely a force we would like to be reckoned with.

FIRST DRIVE VS

BMW 320i Sport

• Still has the edge in driving dynamics • Price point against the IS250 makes it a compelling choice

Lexus IS250 F Sport

• Engaging to drive, but the transmission lacks the BMW’s intuitiveness • Excellent ride quality • Plush interior

‘The IS is a more complete car than the F30. And from our point of view, it is definitely a force we would like to be reckoned with’

November 2013 | RPM 27

FIRST DRIVE

28 RPM | November 2013

FIRST DRIVE

From R8 to GRRR...R8!

The Audi R8 V10 Plus is the latest incarnation of the mid-engined, quattro driven coupe that first stormed onto the supercar scene back in 2007...

U

SING AUDI’S TRADEMARK QUATTRO permanent all-wheel drive system, the Audi R8 was first introduced to the world in 2006. The car was exclusively designed and developed by Audi AG’s high performance private subsidiary company - quattro GmbH - and is based on the Lamborghini Gallardo platform.

FSI engine that’s similar to the Lamborghini Gallardo LP5604. Naturally, like most sports cars, the topless version dubbed the Spyder - was formally revealed a year later at the 2009 Frankfurt Motor Show.

Now, it’s a mid-life refresh for the car, with a few upgrades that separate itself from the usual batch of R8s.

The R8 V10 Plus, as Audi calls it, maintains the fundamentals of the hand-built machine - a two-seater supercar with a high-revving petrol engine.

EXTERIOR

At a glance, the R8 V10 Plus looks identical to the any other R8 since its inception. The signature side blades, front spoiler, and rear diffuser are made from carbon fibre and so is the aggressive rear diffuser.

The nose of the R8 has been facelifted with LED headlamps and the gills underneath have been restyled but it looks no different from the original car. And this is where we’re on the fence. The R8 doesn’t look bad, but it doesn’t look great either. In our book, it’s not a bedroom poster material. Then again, the iconic NSX was unconventionally styled too.

For those who like a bit of drama, there are the movable rear spoiler and wing mirrors that are cloaked in carbon fibre as well. But the party trick surely has to be the LED turn signal indicators - they don’t flash but instead ‘flow’

November 2013 | RPM 29

FIRST DRIVE

outwards. It’s kind of geeky yet cool in a very subtle way.

INTERIOR

Little has changed. The interior is as business-like as ever. More function than form - combined with the tectonic build quality that Audi is known for. It’s like the simple black t-shirt that the model is wearing from Hugo Boss.

It’s unassuming yet oozes style and quality.

From the flat bottom steering wheel that isn’t too boy racer to the lovely metal shift levers - fit and finish is top notch. The instrumentation is bold and legible and the driving position is close to perfect. The seats, although aren’t fancy-looking, are capable of holding one snugly while still able to accommodate more ‘prosperous’ towkays.

THE DRIVE

Tweaks have been done to produce

30 RPM | November 2013

an additional 25bhp, making it 550bhp from the 5.2-litre V10 in the R8 V10 Plus. Not that one can feel the difference unless you’re having a traffic light drag race with a 458 Italia.

The engine revs sweetly and with vigour to its 8,500rpm redline - producing the kind of noise your neighbours grumble about but secretly wish they had the chance to make with their cars. The century sprint is despatch is 3.5 seconds. Achieving that is a cinch, thanks to the all new S-tronic gearbox.

Replacing the cumbersome automated manual, the all new sevenspeed double-clutch transmission is as smooth as any automatic when tooling around town yet it shifts with authority when pressing on.

There’s a sport mode that can be activated via a button behind the gear lever. Doing so totally transforms the car. The bypass valves in the exhaust system open, gears are held longer

before shifting and the magnetic ride suspension - already firmer than regular V10 R8 - gets even firmer. Think Bruce Banner changing to The Hulk and you’ll get the drift.

Talking about drift, with quattro four-wheel drive, there’s little chance of that happening even when one is trying to provoke the tail out with the traction control switched off.

Steering feel is excellent and the car feels eager to change direction.

Braking too is excellent thanks to the standard fit, large pizza sized ceramic brake discs. These are 12kg lighter than comparable steel items and help the R8 V10 Plus achieve a commendable kerb weight of 1,595kg.

CONCLUSION

The R8 V10 was already one of the more practical ‘supercars’ around. With fourwheel drive, and that powerful V10, it was easy to drive fast but the gearbox constantly prevented you from totally

FIRST DRIVE ‘BUT THE PARTY TRICK SURELY HAS TO BE THE LED TURN SIGNAL INDICATORS - THEY DON’T FLASH BUT INSTEAD ‘FLOW’ OUTWARDS. IT’S KIND OF GEEKY YET COOL IN A VERY SUBTLE WAY’

wing mirror doesn’t flash, but it flow outwards.

immersing yourself in the drive.

This Plus version with S-tronic endows the R8 with daily, usable supercar levels of performance without fuss.

And that is worth lusting for…

the R8 gear lever gives a manual feel despite it being a S-tronic tramission.

November 2013 | RPM 31

FIRST DRIVE

Tidy Handler

With its spacious cabin and sound driving dynamics, the 3 Series Gran Turismo (GT) has a proposition that’s very tempting.

Words: JULIAN KHO | Photographs: LOW FAI MING

32 RPM | November 2013

FIRST DRIVE

D

ESPITE NOT GETTING OFF TO A GOOD START WITH THE BMW 5 Series GT, it has been clear that the brand is willing to forge ahead to find the perfect sized car that fits its consumers.

Three years later after the launch of the 5 Series GT - the car that practically made us scratch our heads - a second example of a sedan bearing the GT moniker arrives.

Marketed as a more independent model, the spanking new BMW 3 Series GT is a variation (third variant, actually, following the sedan and touring models) of the Bavarian marque’s 3 Series model.

What’s the idea behind it, then? Well, it’s simply to marry the good and sporty looks of the 3 Series Sedan with the practicality and spaciousness of the Touring (not available in Singapore).

EXTERIOR

The 3GT is easily recognisable as a 3 Series variant from the front, thanks to the recognisable headlamps that extend out to the kidney grille. Thus, you’d

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FIRST DRIVE be forgiven for thinking that it’s just another 3er with bespoke bumpers.

However, there are some functional and unique, if not obvious, touches as you walk around the car. By the sides, the car sports vents (that look like the number 7) on the front fenders that serve for aerodynamic purposes.

Round the back, the Bavarian marque first electrically adjustable rear spoiler serves the same purpose, too, deploying at 110km/h to keep the car glued to the ground and retracting automatically once it slows back down to 70km/h.

Unlike the 5GT, the 3GT is no horror story. It cuts an attractive figure when viewed in the metal, with clean bold lines you’d expect from a coupe but an addition of a slightly big butt.

The rear may not be to everyone’s taste buds but BMW has done a far better job of getting the 3GT’s proportions right compared to its bigger brethren.

Settled at 4,824mm x 1,828mm x 1,508mm (L x W x H), the car you see here has also grown discreetly in every direction. Compared to the 3 Series Sedan, it is 200mm longer, 17mm wider and stands at some 79mm taller.

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With it sleak body the 3GT provides great areodymanic.

Thus, it’s not as low slung and sporty as the sedan, which also happens to be the BMW’s best selling model.

INTERIOR

You get a lot of space in the 3GT. It’s ridiculous because if you’re quite familiar with the back benches of some of BMW’s biggest machines (say the X5 or 7 Series?), you’ll be stunned with the vast space on this car.

With three adults at the back and another three Callaway golf bags in the

boot, this new 3er is the car for families - families that need more space than even the 5 Series Sedan can offer. Not to say that the 5er doesn’t offer cavernous room, but for a car bearing the ‘3’ moniker to have such a harmonious cabin, it says a lot.

Credit for the car’s roominess goes to the increase in its wheelbase of 110mm, providing rear occupants an additional 70mm of legroom over the sedan variant. But where the 3GT outrivals most is the boot space.

With 520 litres of luggage capacity, this new 3er is on par with the bigger 5 Series, naturally outstripping the 3 Series Sedan by a landslide of 40 litres.

Knock the rear seats down and it’ll reveal 1,600 litres of stowage.

At the helm, there’s a strong sense of familiarity to the 3GT. The controls and displays are almost identical to the sedan and all the instruments are clear and within easy reach. The benches are firm yet comfy, offering a compromise between sufficient support during hard cornering and delivering comfort over long hauls.

Drivetrain For an enlarged 3 Series that

FIRST DRIVE weighs over 1.6 tonnes, the top-ofthe-line 3 Series GT acquits itself commendably well. Seamlessly mated with the silky eight-speed automatic gearbox, the 3.0-litre in-line six-cylinder powerplant is sweetly responsive and rapid. The throttle play works in such a meaty manner you could easily forgive the extra heft at the back.

Sending 306 German horses and 400Nm of torque to the rear wheels, the 3GT is a delight on open road.

In ‘pedal to the metal’ mode, the car will demolish the century sprint in a respectable 5.4 seconds - a split second faster than the lighter 335i Sedan.

More impressive is how the car behaves round corners. It sweeps and tackles from bends to bends with an astounding composure that belies its heft.

Available on our test car is BMW’s

Driving Experience Control, which allows drivers to select the between driving modes: Eco Pro, Comfort, Sport or Sport+. In Eco Pro mode, gear changes and throttle mapping are adjusted to make every drop of petrol last as long as possible.

Firming it to Sport mode, however, brings about a more sensitive throttle.

Even the steering sharpens and muscles up a tad. It’s also in this mode when the overall suppleness is lost and the roll is usefully checked, which is a good thing especially if you’re in the mood for some hard driving.

CONCLUSION

While many will argue that the biggest barrier for this car is the looks, we beg to differ. The 3 Series GT is one dynamic device that will win over buyers who are looking for something distinct and practical at the same time.

The 3.0-litre in-line six-cylinder powerplant in the 3GT is a sweet recipe that will keep drivers entertained.

The design of 3GT creates a both hatchback and sedan feel.

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FEATURES

WHEN THE LANCIA DELTA DOMINATED GROUP A One of the most celebrated hot hatches ever could have enjoyed a prolonged life had Lancia backed an independently developed Delta Integrale Evo Words: ALAN FRANKLIN | Photographs: LANCIA

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W

HAT IS IT ABOUt competition that makes a car desirable?

What could possibly elevate an otherwise unassuming box of a car, seemingly styled solely by ruler and pen, to a level of lust amongst gearheads normally reserved for ancient, red, V12-powered things from Italy? Box flares help, as do turbos, iconic liveries, and hazy memories of perfectly-executed Scandinavian Flicks. Above all these single elements, though, is a greater attraction, one of unparalleled success and glory during one of the most dramatic eras of one of the most dramatic forms of racing on Earth—at the center of it all the incredible Lancia Delta Integrale.

Following the 1986 abolition of Group B rallying, and along with it the monstrous, twincharged S4, Lancia was faced with having to scramble for

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a new car suitable for racing in Group A, now by default the WRC’s new toptier formula. Fortunately, they already had the Delta HF 4WD production model, homologated with relative ease into WRC spec, with which they easily clinched the 1987 world title.

In 1988, with a newly-revised version of the HF 4WD, Lancia dominated the competition and claimed outright victory at 10 of 11 rounds—again finding themselves winners of the WRC manufacturer’s championship.

The year 1989 initially saw further success for Lancia and their boxy little hatch, but midway through the season the increasingly sophisticated competition from Toyota and Mitsubishi began to catch up, and Lancia started to slip in the podium standings— fortunately, they had more magic up their sleeves. At that year’s Sanremo Rally, Lancia unveiled the latest version of the Delta rally car, the mighty 16V.

As the name suggests, it replaced earlier versions eight valve motor with a four valve head design, though the block remained an evolution of Aurelio Lampredi’s legendary twin cam four, which had roots dating back to Fiat’s 1966 124. The new car was an immediate success, and after securing the manufacturer’s title for the third year running, Lancia took the bold step of declining to contest the final round held that year in Wales.

Almost predictably at this point, 1990 brought yet another manufacturer’s title home to Turin, although for the first time since 1986 the driver’s championship went to a non-Lancia driver, Carlos Sainz, at the wheel of a Toyota Celica GT-Four.

The competition between Toyota and Lancia hit new heights in 1991, with many at the beginning of the season predicting that Sainz and his Celica would finally break the Delta’s winning streak, a feeling reinforced

FEATURES

with the Spaniard’s win at the seasonopening Rally Monte Carlo. Doubts of Lancia’s continued dominance soon dissipated, though, with their first place finishes in Kenya, Argentina, Finland, Australia and Sanremo. For the fifth time in a row, a Delta won its maker the manufacturer’s championship, with Juha Kankkunen again bringing Lancia the driver’s cup as well. Amid all this drama, rumors of “creative rule interpretation” from both the Japanese and the Italians were rampant, though nothing was ever proven. It was an incredibly exciting time for the WRC, with both companies reportedly writing their teams an endless stream of blankchecks in pursuit of victory. It’s also been speculated that most cars, not just the Delta and Celica, were running closer to 400 HP rather than the 300 HP limit as speculated by the rulebook.

Though Lancia officially withdrew factory support after 1991, they continued to fund for a semi-private

team by the name of Jolly Club, which unbelievably won them one final constructor’s championship in 1992—in a car with roots dating back to 1980. In 1993 Jolly Club again entered a Delta, but a fourth place finish in championship points had shown that its ancient roots had finally caught up. The Delta’s WRC career, as well as Lancia’s, was finished forever.

With 6 consecutive manufacturer’s championships, the Delta’s legend was secured. To this day, the record remains unbeaten.

Lancia’s all-conquering Evoluzione rally hero might be over 20 years old now and it might not look quite as wild as it once did, but that heaving louvred bonnet, those sharp box ’arches and the 45-degree roof spoiler are deeply evocative. It’s still one of those shapes that sets off fireworks in your stomach.

It’s a people’s F40 – there’s a pure and beautiful functionality running through every crease, slash and hump. The

A well maintain Lancia Delta interior with original dashboard.

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‘He created this concept to show how a faster and

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more agile Lancia iconic four-wheel-drive could be’

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thin, flat doors betray the humble origins of the Integrale and feel like they’re inset a good 6in from the outer edge of those wheelarches. It’s a nice reminder that this basic shape dates back to 1979, which suitably lowers your expectations just before you see the interior…

Wow. The instrument binnacle literally looks like it’s been made out of a shoebox that’s been tightly wrapped in black, shiny plastic and plonked on top of an equally shiny plastic shelf.

But I’m a sucker for the yellow graphics of the dials. The speedo is to the left with 0kph at the 9 o’clock position, sweeping around to 240kph (149mph) at 6 o’clock. On the right, the rev counter runs from 0rpm at 3 o’clock to a big red 9 at the 12 o’clock position.

Dead ahead, and right where your eyes naturally fall, is a boost gauge reading up to 1.2bar.

Attached to the horizontal shoebox is a vertical one that drops down to the transmission tunnel, but it’s trimmed in carbonfibre. Horacio Pagani might not want to hang this hunk of smudgyweaved material on his wall, but it was 1994 and Maggiora must have had a tiny budget to make the proposed Evo 3 feel a bit special. I rather like it and can imagine a proud employee gluing it into position and then standing back to admire his bit of carbon jewellery.

Today, road car versions of the Integrale are among the most soughtafter and collectible mass-market cars ever built, with prices steadily rising every year since the final example rolled off the production line in 1994.

They’re said to be absolute magic to drive, with light, precise controls, a revhungry and musical engine with power to spare, and adjustability and delicacy of handling similar to an all-wheel drive E30 M3. A late Evoluzione II model in Lagos Blue remains one of my all-time dream cars, its position on my everrotating and evolving bucket-list of drives remaining constant for nearly twenty years now, the only car on said list that’s always been there. I imagine it always will be.

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THE FABLE OF THE FABULOUS ACCORD

The eight series of Ninth Generation Honda Accord is far more than a Accord. We track its 37-years history in this story...

Words: LEE EASTMAN | Photographs: HONDA November 2013 | RPM 47

FEATURES

SM 1976-1981

SZ 1981-1985

LAYOUT

LAYOUT

• FF layout • 1.8 L EK1 I4

• FF layout ENGINE • 1.8 L ES3 I4 (‘85 US)

TRANSMISSION

TRANSMISSION

• 3-speed automatic • 5-speed manual

• 4-speed automatic • 5-speed manual WHEELBASE • 2,450 mm (96 in)

ENGINE

WHEELBASE

• 2,380 mm (94 in)

T

HE HONDA ACCORD IS A SERIES OF automobiles manufactured by Honda since 1976, best known for its four-door sedan variant which has been one of the bestselling cars in the United States since 1989.

The Accord nameplate has been applied to a variety of vehicles worldwide, including coupes, wagons, hatchbacks and a crossover.

In 1982, the Accord became the first car from a Japanese manufacturer to be produced in the United States when production commenced in Marysville, Ohio at Honda’s Marysville Auto Plant. The Accord has achieved considerable success, especially in the United States, where it was the best-selling Japanese car for fifteen years (1982–97), topping its class in sales in 1991 and 2001, with around ten million vehicles sold. Numerous road tests, past and present, rate the Accord as one of the world’s most reliable vehicles.

FIRST GENERATION (1976-1981)

The first generation Honda Accord was launched on May 7, 1976 as a three-door hatchback with 68 hp (51 kW), a 93.7inch (2,380.0 mm) wheelbase, and a weight of about 2,000 pounds. It was a platform expansion of the earlier Honda Civic at 162 inches (4,115 mm) long. To comply with recently enacted emission regulations enacted in Japan, the engine was fitted with Honda’s CVCC technology. The Accord sold well due to its moderate size and great fuel economy.

It was one of the first Japanese sedans with features like cloth seats, a tachometer, intermittent wipers, and an AM/ FM radio as standard equipment. In 1978 an LX version of 48 RPM | November 2013

the hatchback was added which came with air conditioning, a digital clock, and power steering. Until the Accord, and the closely related Prelude, power steering had not been available to cars under two litres.

SECOND GENERATION (1981-1985)

Debuting on September 22, 1981 in Japan and Europe, and as a 1982 model in North America, this generation of the Accord being produced in Japan, became the first to also be built in the U.S., at Honda’s plant in Marysville, Ohio. Since its first year in the American market, it also became the best-selling Japanese nameplate in the U.S., holding that position for about 15 years. In Japan, a sister model called the Honda Vigor was launched simultaneously with the new Accord. This allowed Honda to sell the product at different sales channels called Honda Clio, which sold the Accord, and Honda Verno, that sold the Vigor.

On May 24, 1984, it was one of the first Japanese engineered vehicles to offer computer controlled, fuelinjection with one injector per cylinder, also known as multiple port fuel injection on the EK series 1.8 L engine, known as Honda’s Programmed Fuel Injection, or PGM-FI.

THIRD GENERATION (1985-1989)

The third generation Accord was introduced in Japan on June 4, 1985 and in Europe and North America later that year. It had a very striking exterior design styled by Toshi Oshika in 1983, that resonated well with buyers internationally. One notable feature was the flip-up headlights. Because this generation

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CA 1985-1989

LAYOUT

• FF layout ENGINE

• 2.0L B20A I4, 160 hp (119 kW) TRANSMISSION

• 4-speed automatic • 5-speed manual WHEELBASE • 2,601 mm (102.4 in) was also sold as the Honda Vigor, the Accord received the concealed headlights. Honda’s Japanese dealership channel called Honda Verno all had styling elements that helped identify products only available at Honda Verno. As a result, Japanese market Accords had a Honda Verno styling feature, but were sold at newly established Japanese dealerships Honda Clio with the all-new, luxury Honda Legend sedan, and international Accords were now visually aligned with the Prelude, the CR-X, and the new Integra. Honda Accords of this generation were manufactured without the concealled headlights and sold in Europe.

FOURTH GENERATION (1990-1993)

The 4th generation Honda Accord, introduced on the “CB” chassis, was unveiled in 1989. Although much larger than its predecessor the sedan’s styling was evolutionary, featuring the same low slung design and wraparound rear window as the 3rd generation Accord. For the first time a 3-door hatchback was no longer available internationally.

This was one of the first U.S. production cars to feature optic reflectors with completely clear lenses on the headlamps replacing the more conventional lens diffused lighting. Unlike most manufacturers moving away from traditional sealed beam lighting, Honda chose to transition to a multi-reflector headlight style while maintaining the use of a glass lens instead of plastic. The styling reflected influences from the flagship Honda Legend, as Japanese Accords were now sold at Honda Clio dealerships, where the Legend, and the Honda Inspire, were sold. The growing popularity of the

CB 1990-1993

LAYOUT

• FF layout ENGINE • 2.2 L F22A I4 SOHC TRANSMISSION • 4-speed automatic • 5-speed manual WHEELBASE • 2,720 mm (107.1 in) Accord internationally was evident in the ever increasing dimensions, which now matched almost exactly with the first generation Legend introduced in 1986.

For this fourth generation Accord, Honda made significant engineering design improvements. All Accords sold in North America came with a completely new all aluminium 2.2-liter 16-valve electronic fuel-injected engine standard, replacing the previous 2.0-liter 12-valve model from the past generation. Also noteworthy, all Accords equipped with automatic transmissions used an electronically controlled rear engine mount to reduce low frequency noise and vibration. The mount contained 2 fluid filled chambers separated by a computer controlled valve. At low engine speeds, fluid is routed through the valve damping vibration.

Above 850 rpm, fluid is routed around the valve making the engine mount stiffer.

FIFTH GENERATION (1993-1997)

For the first time in the model’s history, Honda developed two distinct versions of the Accord when the 5th generation model was launched; one version for the European market (launched in 1992) and one for the North American and Japanese market. Honda and the Rover Group created the European Accord and the Rover 600, a reflection of the past success they had with the Honda Legend and the Rover 800. This generation Accord was also sold in Japan as the Isuzu Aska, while some Isuzu products were sold as Honda products there also.

The 5th generation North American Accord was

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CD 1993-1997

LAYOUT

• FF layout

CG/CL 1997-2002

LAYOUT

• FF layout

ENGINE

ENGINE

• 2.2 L H22A I4 (CD6, CD8, CF2) TRANSMISSION • 4-speed automatic • 5-speed manual WHEELBASE • 2,715 mm (106.9 in)

• 3.0L J30A1 V6 200 hp (150 kW)

launched on September 9, 1993 and was based on the new ‘CD’ chassis. Larger than its predecessor, primarily to better suit the requirements of the North American market, the new model grew in width but shrunk in length, leaving it classified as a mid-size car in North America. It thus became too wide to fit within the favorable tax bracket in Japan, where its role was to be partially taken over by the slightly narrower second-generation Honda Ascot (sold at Honda Primo Japanese dealerships) and Honda Rafaga (sold at Honda Verno). Previous generations of the Accord sold in Japan were limited to a width dimension of 1,695 mm (67 in) while international models were slightly wider, however this generation no longer complied. The engines offered with the Accord also exceeded the maximum limit of 2000cc to remain in the favorable “compact” tax bracket. The final design was selected on December 18, 1990 and frozen for production in April 1992, after several alterations were made between mid-1991 and then. Design patents were filed in the United States on December 16, 1992. Production later began at Marysville assembly on August 24, 1993.

SIXTH GENERATION (1997-2002)

For the sixth generation, Honda split the Accord into three separate models, designed for the Japanese, North American, and European markets. However, the wagon was discontinued in North America while the coupe was discontinued in Japan.

The Japanese models, introduced September 4, 1997, became narrower than the previous generation, returning to

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TRANSMISSION

• 4-speed automatic • 5-speed manual WHEELBASE • 2,715 mm (106.9 in) the favorable compact car tax bracket, except for Euro R and wagon, which were classified as the larger mid-sized classification. A nearly identical sister car, the Honda Torneo, replaced the previous Honda Ascot and the Honda Rafaga in Japan, which was sold at both Honda Verno and Honda Primo Japanese dealerships, while the Accord remained at Honda Clio locations. This was the last generation that was badge engineered as the Isuzu Aska.

When the previous generation Accord grew in exterior dimensions, this reclassified the Accord as a midsized car in Japan. The second generation Honda Inspire was manufactured in two platforms, with the smaller G20A fivecylinder engine installed in a shorter and narrower sedan that complied with “compact” regulations. This effort reflected Honda’s positioning of Honda Clio as a luxury car dealership that sold the luxury sedans Honda Legend and Honda Inspire, similar to their efforts in North America with the Acura brand. Honda continued to offer the Accord station wagon in Japan. All trim levels sold in Japan were available with Honda’s newly created, internet-based telematics service called Internavi.

SEVENTH GENERATION (2002-2008)

The seventh-generation Honda Accord for the European and Japanese markets was a mid-sized sedan and wagon, produced by Honda from 2002 to 2007.

This generation saw the European and Japanese Accord, previously separate models converge into one version designed to be more competitive in the European

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UC 2002-2007

LAYOUT

• FF layout ENGINE • 3.0 L J30A5 V6 TRANSMISSION

• 5-speed automatic • 6-speed manual WHEELBASE

• 107.9 in (2,741 mm) market, with the addition of a station wagon and the first Honda-built diesel engine available later in its life. In the Japanese market, the Accord was merged into the Torneo, in an effort to more sharply rival its Japanese sport sedan contemporaries such as the Mazda Atenza and Subaru Legacy, with a variant of the larger North American Accord being sold in Japan as the Honda Inspire to compete in the entry-level luxury sedan class.

The wheelbase and outside dimensions of the Accord grew in outside dimensions slightly, falling out of the size 5 tax band in Japan.

In some markets where both versions of the Accord are sold, such as in New Zealand and Australia, the JDM Accord is called Accord Euro to distinguish it from its North American counterpart. It became a top seller in its class in Australia, where over 45,000 sedans were sold between 2003 and 2008. The JDM Accord is also exported to North America and Canada, where it is sold as the Acura TSX. When this car was in production, it competed with the Opel/Vauxhall Vectra, Ford Mondeo, Volkswagen Passat, Mazda 6 and the Toyota Avensis.

EIGTH GENERATION (2008-2013)

The eighth generation Honda Accord for Japanese and European markets is a mid-size sedan. It went on sale in mid2008 for the 2009 model year. The Japanese-built Accord is also sold in Australia and New Zealand as the Accord Euro. It is also available in US and Canada as the second-generation Acura TSX. It is also available on the Mexican market. From

CP/CS 2008-2012

LAYOUT

• Front engine, front-wheel drive

ENGINE

• 3.5L J35Z2 V6 - VCM TRANSMISSION • 5-speed manual or automatic • 6-speed manual WHEELBASE • 110.2 in (2,799 mm) late 2009, it is available as Honda Spirior in China. While not as large as the North American Accord, sold in Japan as the Honda Inspire, this generation Accord is not in compliance with Japanese Governments regulations concerning exterior dimensions, and is not classified as a compact sedan in Japan.

The size of the 2008 Accord has been increased by 4 inches (102 mm) in length and 3 inches (76 mm) in width.

As a result, the interior space is also enlarged: an Accord sedan is considered a full-size car by EPA standards, having a combined interior space of 120.0 cubic feet (3.40 m3) without moonroof and 115.0 cubic feet (3.26 m3) with.

The Accord coupe is still classified as a mid-size car, as it has a combined interior space of 104.0 cubic feet (2.94 m3) without moonroof and 101.6 cubic feet (2.88 m3) with moonroof.Unlike most full-sized sedans, the parking brake lever has always remained on the center console like the previous generations, as opposed to the driver footwell.

NINTH GENERATION (2013 - PRESENT)

The ninth-generation Accord offers three powertrains: A new direct injected “Earth Dreams” 2.4-liter 16-valve DOHC four-cylinder engine rated at 185 hp (138 kW) to 181 lb·ft (245 N·m) of torque paired with either a six-speed manual or continuously variable transmission, an updated 3.5-liter 24-valve SOHC V6 mated either to a six-speed manual or automatic rated at 278 hp (207 kW) and 252 lb·ft (342 N·m), and a hybrid powertrain that integrates a 2.0 liter Atkinson Cycle gasoline engine with an electric motor and

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FEATURES

CW 2013 - Present

LAYOUT

• FF layout ENGINE • 3.5 L J35Y V6 TRANSMISSION

• 6-speed manual (I4, V6) • 6-speed automatic (V6) WHEELBASE • 2,776 mm (109.3 in) lithium-ion battery pack. The hybrid uses a continuously variable transmission and is rated at 196 hp (146 kW) and 226 lb·ft (306 N·m). Both conventional and plug-in hybrid configurations will be offered, with the former expected to be released in summer 2013 and the latter in early 2013.

Two additional trim levels are added in North American markets. The Accord Sport Sedan is slotted between the LX and EX models and features a 2.4-liter 16-valve DOHC inline-four engine rated at 189 hp (141 kW) to 182 lb·ft (247 N·m) of torque, 18-inch wheels and tires, dual exhaust, a decklid spoiler, fog lights, and steering wheel mounted

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paddle shifters on models equipped with the continuously variable transmission. The Accord Touring Sedan is the lineup’s flagship. It is available with either four cylinder or V6 engines in Canada; U.S. Touring models are equipped with the V6 engine exclusively.

The Accord’s previous steel front subframe has been replaced with an aluminum and steel component that weighs 14 lb (6.4 kg) less and is manufactured using friction stir welding. Overall the body weight sheds 55 lb (25 kg).

All Accords come with standard an 8-inch 480 x 320 pixel WQVGA resolution LCD display screen, single angle backup camera, Honda’s i-MID system which includes Bluetooth hands free calling with SMS texting and streaming audio, USB connector, dual zone automatic climate control and alloy wheels. The available navigation system adds a 6-inch touchscreen and the 8-inch screen uses a higher 800 x 480 pixel resolution WVGA display. A tri-angle (normal, wide and top view) backup camera and wide angle passenger blind spot side view camera are also available. New safety features include an optional forward collision warning system, lane departure warning system and blind spot monitor. Highline models (EX, EX-L, and Touring grades) offer Smart Key, LED daytime running lamps, headlamps, and tail lamps; and an adaptive cruise control system.

In the Australian market, the 9th generation Accord went on sale in June 2013. It will be available with either a 2.4 L

FEATURES

Honda Accord did it again. Despite being a family sedan, its luxury interior gives a very sporty feel at the same time.

Honda newest Earth Dreams technology, that incooperate with its iconic i-VTEC.

129 kW (173 hp) four-cylinder or 3.5 L 206 kW (276 hp) V6 engine. However, unlike the North American market Accord, a CVT transmission will not be offered. Instead, the four-cylinder uses a carryover five-speed automatic, while the V6 receives a new six-speed automatic. It continues to be imported from Thailand.

Keeping up with the trend, Honda never failed to design a simple yet trendy control console unit.

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How do you drive an F12berlinetta?

We asked Fernando Alonso who, faced with such an extreme test at Fiorano, didn’t want to do without the assistance of his F1 Race Engineer Andrea Stella.

Words: REAGAN TAN | Photographs: JEAN TANG

November 2013 | RPM 55

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W

E ARE ABOUT TO START OUR FINAL lap around Fiorano. ‘OK,’ I say to Fernando, ‘this is our last lap, let’s really go for it, do a real qualifying style lap…’ At which point he transforms his driving style, moves his hands with much more economy at the steering wheel, and is immediately much more focused. His body language changes completely, his eyes open wider and he starts to drive, pushing the F12berlinetta to its limits at both ends, but without putting it into oversteer or understeer. That’s just a recipe for wasting time.

In that qualifying lap Fernando drives in such a way as to cover the least possible ground at the highest possible speed. It’s fascinating to witness the transformation, from photographer-pleasing show-boating – expertly balancing the steering wheel and throttle to execute dramatic, perfectly judged power-slides – to ultra focused racer. To be frank, the first time we enter the fast curve after the hairpin bend it startles me a little.

Fernando takes it at a speed that should be impossible and unthinkable in a road car, and I wonder how we are going to get round the rest of the corner.

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Then, already committed, Fernando slows down, with the lightest touch on the brakes: it’s a manoeuvre that is very much on the edge of what is advisable, as all test drivers and engineers know, considering the lateral load the car is already trying to cope with.

But the F12berlinetta remains totally stable, which amazes me. It is not as if Fernando didn’t have to use the wheel in this phase; the stability and the low load transfer feel as though they belong to a racing car. I ponder the aerodynamic loading the F12berlinetta generates – 120kg at 200km/h (our current speed on the track), which means, of course, that a vertical force is pushing the car towards the ground and helping it travel at a velocity I didn’t think was within the remit of what we know is possible for a conventional car.

I have been working at Maranello for 13 years now. I know the Company and its technical expertise very well indeed. I have worked beside Michael Schumacher, Kimi Räikkönen and now Fernando Alonso as a Race Engineer.

When you do this sort of work, there is not a single detail that is not analysed and scrutinised in the search for continuous, unstoppable improvement.

Aerodynamics, of course, is much more

than a detail because in Formula One it is the key to performance. An F1 car has vertical loads much greater than a ton at high speed. What is surprising is the fact that the same effects can be transferred to a Ferrari road GT, clothed in lines that really look as though they were designed to satisfy aesthetic requirements rather than aero ones, in complete contrast to a race car.

To understand the psychological barrier that a driver has to face when he relies on the “ground effect” created by aerodynamics, I remember how much trouble Valentino Rossi had in finding the limit around Fiorano’s fastest corner when we let him evaluate an F1 car a few years ago. He tended to touch the brake instinctively, which is something you can only do if you let up the accelerator. However, when he touched the brake, the load transfer to the front, the consequent reduction in speed, and therefore in aerodynamic loading, made Valentino feel as if the car was right at its limit.

In fact, the top speed for this particular curve was much higher, as shown by Schumacher’s telemetry data which we used as a reference.

Once convinced that he did not actually need to brake, Valentino –

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gradually – started to avoid doing so, but he later told us that he had to concentrate hard not to move his left foot, because otherwise it would have moved to the brake on its own. After

‘Power output of 740hp, at 1,525kg obviously heavier, acceleration from 0 to 100km/h in 3.1 seconds, lap time at Fiorano, 1 minute 23 seconds.

‘Hadn’t we better try it out?’

Fernando says.

which, he then had to convince himself, with the same degree of mental effort, that he was not to release the throttle too much and that he had to rely on the car’s innate capacity to glue itself to the ground more firmly the faster the car went…

I am an engineer first and foremost, so my account of my adventure in the F12berlinetta with Alonso has not been a very easy thing for me to express.

But there are some things I can say for certain: first, it was a wonderful experience and a special occasion. I had already seen what it means to go at a speed nearly as fast as an F1 car when I did some laps with him driving a three-seater (a uniquely adapted single-seater reconfigured for three places and used at Fiorano for lucky and some might say foolhardy people).

Today, however, I have the opportunity of seeing him drive while sat right beside him. As happens with the threeseater (where the driver talks with the passenger via intercom, as long as they feel able to speak while travelling at barely six seconds under full F1 speed), I could ask him to comment on some manoeuvres. I found this vantage point really interesting, because I’m usually talking to him from the pit wall

while he is on track.

The second thing is our personal relationship, at work and outside.

Each of us has a role: I ask and tell him about work-related matters and the overall activities of our team. Ours is a relationship of trust and loyalty, shot through with the right dose of professionalism. It is not a question of friendship. Certainly if Fernando invites me to dinner with him after a victory, we can share afeeling of friendship. But when we are working and, above all, on grand prix days, it is trust, loyalty and professionalism that count.

That said, back to our test at Fiorano. This wasn’t Alonso’s first experience of an F12berlinetta. As Ferrari drivers always do, Fernando had contributed to the development of this car. I admit I didn’t know this, but I find out as soon as I get in… ‘Do you know this car well?’ I ask. He answers with evident pride that he has been personally involved in its development.

‘You’ll see what an upshift and downshift should be. I was very fussy about how these points were worked out.’

It’s 5.30pm, the sky a little cloudy, the track dry, the air temperature 28°C, the track temperature 46°C and the

November 2013 | RPM 57

FEATURES outside humidity 40 per cent. There is no wind. As I get in, I give Fernando the figures for the car in a deliberately loud voice: power output of 740hp (virtually the same as a current single-seater), at 1,525kg obviously heavier (about twoand-a-half-times, in fact), acceleration from 0 to 100km/h in 3.1 seconds (not much less than an F1 car, which does it in 2.6 seconds), lap time at Fiorano, 1 minute 23 seconds. ‘Hadn’t we better try it out?’ Fernando says. Yes, we had better do so.

Fernando finds his driving position and tells me that if he was in a race, he would pull the wheel even nearer. I put the seat forward, so that I can jam my feet down. Should you ever find yourself alongside a driver like Alonso and a car with the F12berlinetta’s epic performance, the best thing you can do is to find a way to move as little as possible. With him, however, it will not be easy to keep still without a fourpoint seat belt!

We’re off. The acceleration is almost comparable with the threeseater. Not quite as good, but even so it doesn’t seem believable that we are in a road car. Fernando doesn’t say a word. After a curve or two, I ask him

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how the brake pedal feels compared with our race car. ‘It’s very similar. The brakes bite at once, they’re effective, very racing… the pedal travel is similar too.’ I ask him if he would remove the anti-lock braking system (ABS) if he raced with this car. He hesitates. ‘Well, I don’t know, I wouldn’t be certain,’ he replies, thus implicitly confirming the quality of the system.

Then I tell him that when I looked at the data for the German Grand Prix qualifying session, I saw that when the rear brakes were locking on curve six on the wet surface, he removed pressure from the pedal (to reduce the risk of the wheels locking) and then reapplied it (to stop in time without leaving it too late) in 0.17 seconds! That’s a man who is practically as fast as an ABS system.

He grimaces slightly, letting me know he has understood. Understood that he has exceptional driving gifts and remarkable technique. In fact it is these details, demonstrated through telemetry, that allow you to appreciate the huge gifts of control necessary to be a front-line driver. These gifts make a difference when you drive F1 cars, the most sophisticated in existence.

Fernando plays his first trick on me on

curve four: he hurls the car sideways with the tyres billowing smoke. It’s fun to know that he is at the wheel, but I am struck by his capacity to work the wheel and accelerator, modulating and blending them perfectly during the moment at which a normal person would get frightened, let the accelerator go and the car would probably spin.

I say, ‘But you obviously turned the traction control off!’ He confirms that you can’t do a manoeuvre like that with the system active. I ask him how this aid works on a high-performance vehicle compared with how it once functioned in F1.

‘Obviously, it cuts off much more than if it were on an F1 of that time… but it’s OK, it’s very good. Traction control and the other control systems make the car very safe despite its huge power.’ One thing that surprises me is that, even against the marvellous 12-cylinder soundtrack, which Fernando revs up to the limiter, you can still converse with one another perfectly. Fernando plays with the operatic sound effect, but also the mechanical effect of the up and down gearshifts.

All the more satisfying for the role

FEATURES he played in it. Then I ask him about the car’s stability. ‘It’s one of the most stable cars I’ve driven,’ he says as we approach curve seven: a long, difficult bend. ‘It’s very precise and turns in the exact direction that the driver wants.’ The weight distribution of the F12berlinetta is exactly the same as that of the F1 car: front 46 per cent and rear 54 per cent.

Taking advantage of the fact that I am inside the car and not, for once, outside, I ask him to make the balance of the car clearer. The demonstration that follows makes all comments superfluous.

We are at curve eight, he goes in very fast, extremely fast, then lets the car go, taking his foot off the brake and entering a free rolling condition (on a curve, no brake, no accelerator). This is another moment, I must say frankly, at which I briefly wonder if we are going to stay on the track.

But the car rolls with it gracefully on its four wheels in a substantially neutral manner. ‘You see, this is good balance, with a really positive front end,’ comments Fernando. Message received!

‘This wasn’t Alonso’s first experience of an F12berlinetta. As Ferrari drivers always do, Fernando had contributed to the development of this car..’

November 2013 | RPM 59

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Kumho - A good set of tyres won’t tire you out Words: BRYAN WONG | Photographs: PETER LEE

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YRES ARE ARGUABLY one of the most important components on your vehicle. They are, however, among the least understood features.

No matter how good an engine your car has, how good it has been constructed, what basic speed and acceleration it has, in the end, it all comes down to tyres and how they can alter your car’s performance on the road.

A vehicle’s tyres are its sole contact with the road, just like our shoes. You need a good pair of shoes with good support so that you feel comfortable walking around.

Similarly, every car needs a good set of tyres to deliver optimum performance, provide excellent comfort and most importantly, ensure first-class safety of everyone on board.

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KUMHO TIRES

The history of Kumho Tires, formerly known as Samyang Tires, began in September 1960. In those days, the automobile industry was at a primitive stage, as were auto parts industries like the tyre industry.

As a result, production of tyres were only limited to 20 a day because of backward technology and a shortage of facilities.

Fast forward, Kumho Tires now designs, produces and exports worldclass tyres in eight manufacturing facilities around the world together with a vast network of sales organisations.

The company’s main products include various automobile tyres and tubes used in sedans, SUVs, trucks, buses, industrial vehicles and even aircrafts.

Kumho Tires also provides racing tyres for circuit or rally competitions.

KUMHO ECSTA HM KH31

One good tyre is the KH31 from Kumho’s ECSTA HM range. Its predecessor, the KH11, was equally very successful, but the updated KH31 boasts Kumho’s next generation high performance tread compound technology for excellent handling and hydroplaning resistance.

This attractive looking tyre is designed to provide a new level of balanced performance for higher powered sedans.The modern and distinctive sidewall design features solid lettering and a comb shaped saw-like band. The KH31 is available in a range of sizes from 15-inch to 18inch.

Intelligent siping - a process of cutting thin slits across a rubber surface to improve traction in wet or icy conditions - combined with a durable

CAR HACK tread pattern and three wide central ribs increase stability for high speed driving, cornering and grip. In addition, an advanced belt package provides improved durability and handling performance.

The tread design also features multi-pitched blocks to reduce road noise so the ride is not just a comfortable one but a quiet one too.

The KH31 delivers tyre performance that is very adaptive in both wet and dry conditions. More importantly, differences can be felt with hard braking, especially during wet weather.The cross shaped side of the shoulder breaks the water tension and the streamlined round grooves push the water aside while the four straight grooves maximise drainage.

The tyre was ranked third in a tyre comparison done

by Auto Bild, one of Europe’s prestigious automotive magazines. The tyre was also “highly recommended” by the magazine and more impressively, Kumho was the only Korean tyre manufacturer to receive the top rating.

The KH31 meets the needs of users of medium family cars who need a tyre to cope with daily commutes as well as short trips to the shops or the school run along with longer journeys on family holidays covering highways and suburban roads.

WHY KUMHO TIRES?

With more than 53 years experience, Kumho Tires is an established global conglomerate, exporting its products to more than 180 countries around the world.

In addition, Kumho Tires boasts state-of-the-art technology thanks to extensive research and development in facilities located in China, Germany and U.S.A along with the central headquarters in Korea.

Kumho’s professional team is also well-versed in technological aspects, with high levels of qualified skills to ensure that the highest quality tyres are produced.

Driven by innovation in management and technical development, Kumho has become one of the top ten tyre companies in the world.

Kumho has a wide range of authorised distributors and retailers located around Singapore.

The thread of KUMHO tires. The beautiful cutting are meant to drain of water effectively.

November 2013 | RPM 63

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D1Spec Brake Kits Where form meets function

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RAKES FORM AN ESSENTIAL part of an automobile, providing the stopping power when the need arises. One can only imagine how disastrous driving without brakes can be.

But that said, motorists are generally more concerned of what’s underneath the hood - better engine performance, more power, faster acceleration - and taking the braking power for granted.

With increasing attention to the tinier details of a car, brake modifications are becoming one of the essential upgrades. Other than the greater ability to shed off speed, big brake kits also complement the aesthetics of a tuned ride.

BRAKE KITS ROLE

As with any types of automotive tuning, brake kits are essential and play tandem to any performance upgrades. Motorists are recognising the importance of equipping their cars with better brakes, which helps make

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Words: ROY LIM | Photographs: D1SPEC

for a safer drive, while they equip their engines with more tarmac scotching power.

This will in turn allow them better control of their cars, especially when the need arises to shed their velocity in a more efficient manner.

TYPES OF AUTOMOTIVE BRAKES

While automotive brakes serve a common purpose - which is to put out speed in the car - they come in various types and sizes. Generally, there are two main types of setup, namely drum brakes and disc brakes.

The former is more commonly found in lower end cars, as well as heavy duty vehicles such as trucks.

Disc brakes, on the other hand, are becoming more popular in cars as most automotive manufacturers opt for their better performance and less complex setup.

With lessons learnt from the motorsports field, disc brake design has also evolved through the years. For instance, brakes now come with better

heat dissipating features, such as drilled or grooved discs, to ensure there is lesser occurrence of overheating.

Understand the importance of form and function, D1Spec pays strong emphasis on the appearance of their brake kit on top of maintaining superior performance.

As such, D1Spec Brake Kits are designed specially to complement their looks, with a vivid display of bright colours and chunkiness to portray a more performance-oriented image.

Credit to its superior product quality, D1Spec enjoys a good reputation in the aftermarket industry. The company holds a significant 85 percent market share in Taiwan, and distributes to various markets around the world, such as U.S.A, Japan, Korea, Australia and Europe.

To ensure stringent and consistent quality control, all parts of D1Spec products are manufactured in-house.

Over the years, they have built a strong R&D team with continuous collaboration and technical knowledge support from Japan, to develop

CAR HACK

D1Spec Disc Brake added additional holes to ventilate heat faster.

products and cater to different requirements of each market.

To maintain its aesthetical appeal over time, the surface of the caliper is painted using Kiln dried nano technology. On the other hand, the brake pads are fabricated using carbon compounds, which boast better braking power without compromising on the comfort during braking manoeuvres.

For instance, most big brake kits cause sudden jerks when the brakes are applied, which can result in discomfort.

To eliminate this problem, the materials used in D1Spec Brake Kits are derived and fabricated after laborious testing under different road conditions, and are designed to eliminate any factors that can be detrimental to the car’s comfort, such as jerking and sound emission.

Aluminium is also used because of its high resistance to thermal stress, hence making it a safer choice. The rotor is made of high carbon cast iron, and is engineered to permit a greater degree of radial and axial float. To allow better heat dissipation, D1Spec brake disc is available in both drilled and slotted versions.

To cater to different requirements, D1Spec Brake Kits come in a variety of sizes. The front brakes are available in four-pot, Big six-pot and Mini six-pot configurations, while the rear sports a two-piston setup. The kit also includes 50-degree to 720-degree brake pads, as well as steel braided brake hose for maximum durability.

Fabulous-X is located at 51 Ubi Ave 1, #01-21 Paya Ubi Industrial Park, Singapore 408933. For more information, call 83217070.

You can also customise your brake pad with different colour that suits your car.

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3D MAXpider Car Mats Step it right for a clean ride

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AR MATS, OR AUTOMOBILE FLOOR MATS, are designed to protect the floor of a vehicle from dirt, as well as wear and tear. Most mats can be easily removed for cleaning. Some require fixation points to ensure they remain fixed in position.

There are a number of aftermarket rubberised floor mats out there that are effective in doing what they are supposed to do. Unfortunately, coupled with the local high-humidity climate, moisture from these mats allows microscopic bacteria to thrive.

Most of these mats also slip around and will thus cause the clips that are supposed to hold them in place to easily break.

On 28th August 2009, a two-car collision killed a family of four in San Diego, California, U.S.A, due to the accident vehicle’s floor mats being

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Words: ROY LIM | Photographs: D1SPEC

wrongly fitted, and the mats were not secured by either of the two retaining clips, hence trapping the accelerator pedal.

Safety systems are thus becoming more and more common in rubber mats. Take, for example an anti-slip bottom side and a heel pad for added safety and wear.

Examples of good automobile floor mats are 3D MAXpider Car Mats.

Official sole distributor, Best Tech System Automotive, brought 3D MAXpider Car Mats into Singapore two years ago after years of research.

These mats are suited for many luxury car makes and models such as Audi, BMW, Lexus, Mercedes-Benz, MINI, Porsche, Toyota, Volkswagen, Volvo etc.

3D MAXpider Car Mats are durable and lightweight. They protect against water and dirt and feature a durable heel pad under the accelerator pedal

to avoid wear and tear, as well as a unique eyelet (for OEM clips) designed to fit the original carpet for an easy installation.

Unlike regular car mats, which are made from PVC, 3D MAXpider Car Mats are environmentally friendly and are manufactured with materials that are non toxic, odourless, and sound insulating.

Hailed as a ‘liner revolution’, 3D MAXpider Car Mats protect your original carpet from stains, rain and mud with a custom fit that will make dealing with dirt and dust a breeze.

3D MAXpider Car Mats retail at a reasonable price of $260 - $400 for a full set of five pieces. The top of the range 3D MAXpider Car Mats made of nylon may be expected in the later part of the year.

3D MAXpider Car Mats feature a three-layer structure. The surface layer consists of a mixture of polyester

CAR HACK looped carpet, polypropylene tufted carpet and thermoplastic olefin (TPO) which are strong, durable, and won’t deform over time. They are available in a wide range of colours to match the interior of the vehicle.

The middle layer is made up of layered XPE or Mesh PET. Layered XPE and mesh PET are both waterproof and shock absorbent as well as feature thermostatic properties. They are also well ventilated, which keeps moisture from accumulating underneath. Thus, this prevents the production of harmful bacteria and bad odour.

Furthermore, both these layers are sound insulating as proven by the detailed acoustic detection conducted by the Automotive Research & Testing Centre (ARTC).

The third layer (underside) is a patented anti-slip MAXpider fibre that makes the mat safe for driving conditions by being in one position at all times, thereby eliminating sudden acceleration caused by a jammed pedal by the mat.

The mats have also undergone strict tension testing by the ARTC and it has been proven that at up to 50kg of force, the mats will not move. It doesn’t shift when you move your feet - not at all - and will not damage the original carpet, unlike other materials such as velcro.

Fears of liquid spilling are also eliminated with 3D MAXpider Car Mat’s contoured design as well as waterproof properties.

3D MAXpider Car Mats can be cleaned easily with just water and they will be as clean as new. The mats also dry fast so time is not wasted, adding more convenience for drivers.

With 3D MAXpider Car Mats at your feet, drivers can now concentrate on what truly matters - driving safely.

Why Best Tech System Automotive?

With vast experience in this field coupled with their dedication to provide the best possible products, value and after service to customers, the company has acquired a reputation for their range of quality automotive parts and car accessories.

Best Tech System Automotive’s team of professional staff is also well trained to advise and handle any enquiries customers may have.

Best Tech System Automotive is located at 10 Ubi Crescent #07-69 Ubi Techpark Singapore 408564. For more information, call 63671882.

The hump on the side protect the dirt and water spill leak on to the floor.

3D Max not just only protect the floor. But also, it does not asborb water spill.

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What’s to come after tweaks to the COE system?

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Words: NICHOLAS WONG | Photographs: BORNEO MOTOR

HE GOVERNMENT HAS JUST ANNOUNCED slight tweaks to the 23-year old COE system.

There is now an added clause, in which cars belonging to Category A must not have more than 130bhp of engine power. The change is aimed to level the field for different makes of cars, as well as to better segregate the COE allocation for premium and mass market cars.

Although the tweak seems minor, and will only take effect in February next year, we expect a big impact on the local automotive industry, which may happen way before the change takes place.

There are a number of car models that will be re-classified into CAT B COE. Popular models such as the BMW 316i, Mercedes-Benz C180, Suzuki Swift Sport and Volkswagen Golf Sport that belonged to Cat A COE will now be reshuffled to Cat B as their horsepower exceeds 130bhp.

As such, prospective buyers of such cars will likely make their purchases earlier, snapping up the remaining stocks before the change occurs. This will no doubt create more demand for Cat A COE in the upcoming months, which will push the premiums sky high.

On the other hand, as more car models will fall into Cat B COE with effect from February next year, car dealers will expect a higher demand for Cat B COE. This may prompt them to enter the market early to bid for the COE in anticipation of the rising demand. By bidding early, it gives them more lead time to adjust their supply to the demand, as well as to even out the fluctuations in COE prices, as premiums for Cat B are expected to climb with rising demand next year.

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After the new implementation takes effect, mass market cars with engine capacity smaller than 1.6-litre and less than 130bhp will likely gain popularity. Examples of such models are the Nissan Sylphy, the Toyota Altis, the Volkswagen Jetta and the Audi A3 Sportback. We expect to see an even spread of Continental, Japanese and Korean cars, as each of the dealers will be vying to bring in more models to fit in the smaller COE category.

On that note, there are a couple of models that barely exceed the 130bhp mark. For instance, the Suzuki Swift Sport has 134bhp, whose ‘extra’ four horses will put it in Cat B COE. This makes us wonder if car dealers will resort to detuning their cars so that they can fit into the lower COE Category.

Responding to such queries, Public Relations Manager of Volkswagen Singapore, Mr. Colin Yong, said, “All our cars are sold with factory specifications with no local tuning done.

With the new COE classification, we will still be able to offer customers a full range of models in both Cat A and Cat B.” He also added that the distributorship will look into their model lineup and adjust the offerings accordingly. Many of Volkswagen’s popular models, including the base Golf 1.4 TSI and Jetta 1.4 TSI, will not be affected by the reclassification.

It is highly expected that car dealers will make the suitable responses to the COE changes. One such move is to offer cars with different engine options. Diesel variants are also likely to score a high with consumers, as their characteristics lie with lower horsepower yet high torque output - which means they still will fall into Cat A COE, without losing on performance.