Sleeper Cell : Audi RS 6 Avant

It's such a crying shame that too many people just don't get estates - sometimes, it's not about looking fast, but being fast, and it's no huge secret that wagons are often as fast as their sedan counterparts, with the added bonus of its proportions resulting in more progressive handling characteristics on the limit.



The RS 6 Avant (Avant is Audi-speak for estate/station-wagon) unleashes the full fury of its twin-turbocharged V10 on both road and track... with track in this case being the Sepang F1 Circuit in Malaysia, during the Audi Sportscar Experience.



The Audi Sportscar Experience certainly uproots the goal-posts and flings them far into the horizon. With many of Audi's rivals still content to offer basic exercises like 'brake-and-evade' and ABS tests in wet/dry conditions with maybe the possibility of a hot lap around the track with an instructor, Audi has raised the bar by giving media and prospective customers the opportunity to experience its 'S' models (S5, S3, TTS and of course the RS 6 Avant) in their natural environment - the race-track.



During the first half of the day (or before lunch, by my stomach's reckoning), the Sepang track is broken into 4 parts with the instructors leading (in 2 x R8s, 1 x RS4 Cabriolet, 1 x S8) 4 cars per group to assess skill levels and to point out cornering lines and braking points to the participants.


After lunch, the full track was open and the participants are allowed out in small groups of 4-5 cars. It was an eye-opening experience outside of an European event since the issue of the organisers 'warning' the participants to 'baby' the cars or to take it easy never arose. These performance cars were certainly flogged around the Sepang circuit as their makers intended them to!



At start-up, the RS 6 doesn't erupt to life as dramatically as its bigger S8 brother; instead very little clues you in to the swirling maelstrom of tarmac (and tyre) destruction that lurks a short flex of the gas pedal away. Immediately, the instructors recommend disabling the first stage of ESP (Sport) and the adjustable suspension is also set to the most 'hardcore' of its 3 settings (Comfort, Dynamic, Sport).



We take it easy on the first lap; even then it's remarkable how this 2000+kg kerbweight monster shifts its weight so easily. It may not feel fast, but a glance at the speedometer quickly apprises you to the rapidity at which the car is piling on the km/h.

(to be continued with more text and pix)








Fast Facts : Audi RS 6 Avant
Engine: 4991cc, 40-valves, V10, twin-turbocharged
Maximum power: 580bhp at 6250-6700rpm
Maximum torque: 650Nm at 1500-6250rpm
Transmission: 6-speed automatic
0-100km/h: 4.6 seconds
Top speed: 250km/h (electronically limited)
LxBxH: 4928 x 1889 x 1460mm
Wheelbase: 2846mm
Kerbweight: 2025kg
Agent: Premium Automobiles, tel: +65-6566-1111

Out of the Closet : Audi TTS

Despite its tres chic styling that has won so many die-hard fans (especially with the earlier Bauhaus-inspired predecessor), you'd be hard-pressed to find a 'serious' automotive enthusiast to admit that he (or she) actually likes the TT and would be caught dead driving around in one.

Accomplished as the car may be, the modern day TT seems to have supplanted the (NB) MX-5 as the previous limp-wristed hair-dresser's chariot of choice, especially since the current MX-5 is a rather butch affair with the appropriate bulges in all the right places.



The TTS bares its fangs and really comes out of the closet... and we're not talking about getting in touch with its feminine side either; this hard-core TT leaps out of the closet like a deranged jack-in-the-box with fists a-flaying in dramatic turbocharged fashion.



The body-kit is subtle rather than in-your-face yet nevertheless quietly powerful: front and rear aprons with refreshed front light-clusters that feature bi-xenon headlights and integrated day-time running LED strips (like the S5 and R8), 18-inch rims wrapped in Potenza RE050A rubber and quad exhaust pipes.

Of course, we haven't forgotten the ubquitous S/RS trademark silver finish wing mirror housings, although it's unfortunate that some of their edge has been blunted by the car's matching body colour.

Previously, the TT was available in turbocharged 2L and V6 guises here in Singapore, but that's changed: only one turbo'd 2L engine is available, albeit in 2 stages of tune - ho-hum (200bhp) and YOW-ZA (TTS)!





Apart from the usual 'TT' trappings, there's the inclusion of the coveted 'S' tag on the front grille, rump and side scuff plates, which add much coveted street cred to the car's appeal. Unfortunately, judging by the reactions of many people, the TTS is just another TT, which goes to show that there's still room for a lot more education for these mendicants.

Overheard during my shoot from a passing band of used car salesmen, "Why is that guy so proud of his car and taking pictures? It's just another TT." LOL Oh well, the delightful ignorance of mendicants...it takes all sorts!



In spite of the almost nondescript exterior colour, the cabin is a funky fusion of orange and black and Audi's attention to detail really shines through from the orange stitching of the steering wheel to the S Tronic shift boot.

Where its lesser Volkswagen sibling is perfectly content to uphold its long-standing tradition for 'solid', 'functional' and 'reliable' cabins, Audi displays its cheeky persona with a vibrant orange splash amidst the TTS' gorgeously designed cabin.





Audi's dual-clutch transmission is dubbed 'S Tronic', although it's effectively a variation of the well-worn DSG theme. Despite the many DSG fanatics around in SIngapore, not many are aware that the first car here to boast the DSG was in fact, an Audi. The first DSG application available in Singapore's RHD market was in the previous generation 3.2L V6 TT.



Gear-shifts can be executed with the sturdily constructed steering-wheel mounted '+' and '-' paddles or via the gear-shifter. Mated to the new and improved turbo'd 2L, the results are explosive!

This is everything the GTI could have been... but isn't. The TTS is capable of putting on an indecent turn of speed, while the wet Sunday gave us the opportunity to exploit the legendary quattro sure-footedness.



Floor the gas pedal and the engine goes banzai bananas! There's so much torque from low-down the rev-band that you can happily mosey to and from your appointments, but when you're in a rush, the TTS transforms into a charging silver bullet that will blitz everything in its path... not just the werewolves.

Best of all, the tremendous belches that accompany each gear-shift as you're passing are sublimely obnoxious! They know they're being passed.

AMR (Audi Magnetic Ride) is a standard feature and lets the driver toggle between 'Normal' and 'Sport' modes for more dynamic handling (likewise, there're 2 stages of traction control to be disabled); the ride is surprisingly civilised in spite of the 18inch low profile rubber.

The boot-lid spoiler too, can be manually deployed with a button on the centre console... All the better for passing you, my dear!

The steering could be more meaty, but there's no denying there's a nimble adroitness about the TTS that surpasses the regular TT and even its VW counterparts. Otherwise, brake pedal feel offers ample confidence and prove more than capable of hauling the car to a standstill.

It hustles with such a deceptive alacrity that your passengers will likely find themselves white-knuckle gripping the grab-handles when the TTS is on its roll. Don't forget, with S tronic, the TTS dispatches the century sprint in just over 5 seconds.



The TTS has certainly come out... but it's in the mood for 'giving' rather than 'taking', so if you think it's going to be a pushover, get ready for a painful awakening.

Fast Facts : Audi TTS
Engine: 1984cc, 16-valves, turbocharged
Maximum power: 272bhp at 6000rpm
Maximum torque: 350Nm at 2500-5000rpm
Transmission: 6-speed S tronic double-clutch transmission
0-100km/h: 5.4 seconds
Top speed: 248km/h
LxBxH: 4198 x 1842 x 1345 mm
Wheelbase: 2468mm
Kerbweight: 1395kg
Agent: Premium Automobile
Price: S$225,000

Day-Glo Orange is the New Black : Porsche 911 GT3 (996) Mk1

An aurally loud and brash car like 'Sunkist' needs an appropriately lurid colour to accompany it...

Mind you, it has all the ability to back up its distinctive colour choice so you'll never mistake it for some pastel-loving pansy.

Prior to this, the GT3 was found in a rather boring shade of black and before that, Zanzibar Red. Of course, there's always been a sort of Teutonic appeal associated with solid colours like black and silver, but the new owner decided that hum-drum would not be the way forward for this car... and so we have Sunkist Racing with a delectable 'pearl' finish - a finger in the faces of the few 997 GT3 RSs in a similar hue that are prowling the streets.

At that time, the MK 1 GT3 was probably the most hardcore road-going production 911 that money could buy (at least in the Singapore context). It was not until the arrival of the GT3 MK 2 that the lightweight GT3 RS made its appearance.

Most notably, in 1999, the GT3 became the first production car to break the 8 minutes mark as it romped ferociously around the Nurburgring. Porsche's official test-driver Walter Rohrl lapped 'Green Hell' in 7 minutes 56 seconds while piloting the 911 GT3 MK 1. He subsequently managed 7 mins 43 seconds in the 996 GT3 RS.

To put it in perspective, this car easily cracked the 2:38 barrier at Sepang on old street tyres at the hands of a non-professional track enthusiast.

Despite its overt resemblance to lesser but no less outrageously body-kitted 996 911s, the GT3 is a completely different kettle of fish. Designed from ground-up for the track, the no-nonsense 996 GT3 was first introduced in 1999 as a lean, mean, track-focused machine that was intended to trump its rivals at GT-class competition level on race circuits.

The body addenda on this car typically includes a cargraphic front spoiler with lip (although today it's running the stock spoiler otherwise there would have been issues with the car-park slope)

No Porsche Ceramic Composite Brake system under the Advan RG alloy rims (painted black orange highlights) but Sunkist is equipped with the GT3 MK 2's 6pot front callipers and 4pot rears for stupendous stopping power... and i mean STUPENDOUS!

As far as road use goes, the stopping prowess it displays in hauling you to a halt at the traffic lights or when a taxi pulls out in front of you is merely the tip of the iceberg. The pedal feel offers ample confidence and there's always the sensation that it has more than 95% in reserve for the track. Note the big-brake ducts that cool of this pristine example.

There's a minimalist Zen-like atmosphere to the interior, yet there's no mistaking the GT3's 'hard' personality, as the cabin best exemplifies the importance of form following function. Automatic climate control, a hi-fi and powered windows are the few concessions to 'comfort'.

Seat-belts are red colour coded, there's a chunky 3-spoke sports steering wheel to cling on to, even as your feet are dancing on the alloy pedals while you work your way down 99 bends. The suede-clad 'cobra-head' gear-lever look out of place since this is an update item that's been fitted to the car from the 'newer' 996 GT3 RS. Make no mistake, the car is a little worn, but the very few scuff marks belie its age (close to 10 years) and the controls easily feel like they're more than capable of lasting another 10 with impunity. Besides, the car wears it wear-marks and scuffs proudly like a warrior would of his battle-scars!



The driver's seat takes the beautifully sculpted form of a bespoke Clubsport package Recaro bespoke race bucket, while the passenger spends his time in a more mundane electric-adjustable leather seat.



These classic old school gauges are pure Porsche and you'd be a fool not to love the simplicity and eminent legibility of the font and layout. The cabin architecture exudes a functional charm that is elegant in its simplicity. One thing's for sure: this isn't a car to piss around in!

Under the rump-end of Sunkist resides the same 3.6L water-cooled flat-six that is found in the garden variety 911s of the early 2000s, albeit tuned to a chest-thumping 360bhp in stock form.

But before you go 'pish-tosh, it's water-cooled!', it's worth noting that the particular flat-six in the GT3 was set up to better resemble its earlier air-cooled counterparts, like the 964 and seminal RS, than the latter day water-cooled babies.

For a more intense driving experience, Sunkist features Cargraphics header and exhaust items, while a lightweight single-mass flywheel (again from the Clubsport package) makes for a more frenetic experience, especially driven in anger with the combination of Gemballa suspension and LSD from a Cup car.

On the move, the soundtrack is amazing as the combination of exhaust and engine create a delicious mechanical symphony that easily raises the hackles of mere mortals as it hurtles by down the straight. The drive is nothing short of visceral. Steering, pedal feel and rear-wheel drive chassis suck the committed driver into its fold to work together in harmony. Gear-shifts are short and rifle-bolt precise, even if there's a little notchiness.

The acceleration is brutal, raw and painfully explosive (especially with the higher final drive); if this were an encounter of the prison variety, it would leave you battered, sore and bruised where the sun don't shine. There's a frantic quality in its power delivery that makes you want to cane it even from A-B. But don't be mistaken, this is not a drag-strip warrior and even the briefest of drives through your favourite series of twisties will quickly throw up that fact.

There's little doubt that Sunkist is a luminous personality that has the tendency to attract the wrong sort of attention since it is a rather loud and obnoxious embodiment of conspicuous consumption, which is all the more a pity considering how it really is that accomplished a performer and not so much about the 'flash' factor.

With an increased emphasis on style quotient and comfort in more recent offerings (from all car brands), the MK1 GT3 is a refreshingly welcome hero from a bygone era.

Fast Facts - Porsche 911 GT3 (996) MK I
Engine: 3600cc, 24-valves, flat-6 cylinder
Maximum power: 360bhp at 7200rpm
Maximum torque: 370Nm at 5000rpm
Transmission: 6-speed manual
0-100km/h: < 5 seconds
Top Speed: approx. 255km/h
LxBxH: 4435 x 1770 x 1275 mm
Wheelbase: 2355mm
Kerbweight: <1400kg

True Blue : Honda S2000 F20C

Well it's more than three-quarters of the way to the S2K's 2 year mark.





Cosmetic-wise, the Enkei GTC01s are gone and I've switched back to the Modulo 5-spokes, although I'm also waiting to spray to graphite grey a set of the new model five-spokes from the new model-year S2000. I've also replaced the chrome side emblems with the black ones from the S2000 Type S.



The stock seats have also come out and a pair of Recaro RS-GE buckets on Bride rails hold me and the missus snug as bugs.


i gave in to vanity and picked up a suede gear boot with red stitching. is it time for a suede steering wheel to replace the 350mm MOMO Modello 80 next?

And here we have it... Replaced with a Mugen Racing II steering wheel!



and now with the horn ring! looks much neater IMHO!







Underbonnet-wise, the engine bay hasn't seen too many changes since the J's intake from yonks ago and that mesmerising Spoon carbon-kevlar spark-plug cover from Vince.




Not many people like the look of the J's Racing Ti tail-pipe but the sound is still to-die-for, at least once you've gotten used to the interminable drone while cruising. Thankfully, I hear it's nothing a test-pipe and freer flowing extractor can't reduce... lol

At VTEC, the induction and exhaust ruckus is nothing short of spine-tingling (at least once you get over the transmission whine caused by the previously botched final-drive job).

Another great thing is, since this is an official import, you don't even have to live with the 180km/h speed cut of the grey imports. And Yes, that's a fact! So you don't have to muck around with speed-cut devices and what-not to enjoy a fast and furious blast down the North-South Highway.



The S2000 continues to offer me plenty of thrills. In fact, the official 'export' car available through Kah Motor combines the best in looks from the AP2 (including chassis revisions from the earlier batch of AP1s), yet retains the high-revving and more manic 2L engine (vs. the 2.2L of the JDM car with a marginally higher torque but lower red-line).







Fast Facts : Honda S2000 (AP1)
Engine: 1997cc, 16-valves, in-line 4
Maximum power: 240bhp at 8300rpm
Maximum torque: 208Nm at 7500rpm
Transmission: 6-speed manual
0-100km/h:
Top Speed: >180km/h
LxBxH: 4135 x 1750 x 1270 mm
Wheelbase: 2400mm
Kerbweight: 1270kg
Agent: Kah Motor

French Fried : Renault R27 Clio

haha, yes it's the abbreviated form of the name.

Been a long time since i've posted cos real work is keeping me too busy!

So... surprise surprise, only the more interesting cars of this past month will be included.

I've personally always had a soft spot for hot hatches... in particular French ones, especially after all the fun i had in this one:



I didnt particularly enjoy the Megane RS225 (again short name for the sake of brevity) in all its different guises (including the R26) so my hopes weren't particularly high when the R27 arrived in town.

It's easy to spot the ones who get it... and the ones who don't. The latter crowd lavish praises on the R26 just because it 'feels' fast. While going fast is always a bonus, a 'hot-hatch' should always be about the handling over all else.

Some of the best hot-hatches of ages past (Peugeot 205 GTi and Clio Williams to name just 2) weren't particularly fast in a straight-line, but were capable of 1) lift-off oversteer fun and/or 2) lifting the inside wheel during cornering!

However, some time with the R27 quickly demonstrated that Renault has not lost its touch when it comes to creating genuinely entertaining hot hatchbacks, unlike the so many pretenders in the market today.

Some quick pix first before i finish this post:



Yep, this is a limited edition car with all the dodgy stickers on the outside (that you're more than welcome to peel off, of course) In the case of the R27 though, it really is a special breed of car.



These seats are fabbo and I'm not ashamed to say I almost peed my pants when i saw'em. These are 'real' Recaro OE pieces that grip and look fantastic! (as opposed to the off-the-shelf jobs that are hastily bunged into some 'performance' cars)



Oversized fonts let you keep an eye on things and everything you'll need to know is laid out logically in the instrument cluster.



Compared to the earlier Clio renaultsport 172/182s, the gearshift on the R27 is surprisingly precise, albeit just a tad long in throw. Gear-ratios are slightly long and one really needs to wring the R27 hard to have it perform.





Apart from the stickers, little badges and some visual aesthetic garnish helps distinguish it from the lesser models.



If the badges aren't enough, there's always the R27's phat stance, flared arches that boast outrageous vents, a rear underbody diffuser and the gorgeous gun-metal (or anthracite) alloy rims wrapped in really sticky rubber, to help the blind.

Don't be fooled by its proportions either. With a (near) 2600mm wheelbase, there's plenty of room for four adults and the boot has surprisingly generous cargo room.


On the move, the car emits a most delicious rasp, especially when you're heading up the rev-counter towards the oversized '8',000rpm mark. Owners of high revving VTEC machines will take to the R27 like a fish to water although they would appreciate an additional 1500rpm to play with in the high end! Turbo-lovers will lament the lack of punch compared to the Megane, which is true, but what it lacks in outright grunt, this tiny tyke makes up for in sophistication, especially the free-revving nature of the F4R engine.



Damping, ride comfort and body control are top-notch during regular ho-hum driving (R27 inherits the more aggressive suspension from the Clio Cup 197). However, even when the red-mist descends, the chassis' ability to cope with abrupt direction changes and hard turn-ins demonstrates a finesse that is lacking in so many more expensive machinery. The steering responds with enough alertness, and there's ample communication and feedback to keep you engaged (unlike the Megane).

At highway speeds of up to 180km/h, one can really feel the aerodynamics at work as the R27 hunkers down to the tarmac leech-like. I've been in bigger cars that felt less stable at these speeds! Also don't forget that the new car has a far heavier kerb-weight than its earlier counterparts, with only a marginal increase in power, so moving-off from standstill is accompanied by a little lethargy.

Like most of the other models in this segment from the other French brands, the R27 doesn't feature Xenon headlamps, which is quite a downer for me (especially since the earlier Clio RS had them as a standard option). To me, the R27 presents a perfect package, so it's a shame that the R27, which would set you back S$110, doesn't come equipped with HIDs.

But that's a small gripe in a little car that is so BIG on fun!

Fast Facts - Renault Clio Renault F1 Team R27
Engine: 1998cc, 16-valves, 4-cylinder
Maximum power: 197bhp at 7250rpm
Maximum torque: 215Nm at 5550rpm
Transmission: 6-speed manual
0-100km/h: 6.9 seconds
Top speed: 215km/h
Wheelbase: 2585mm
LxBxH: 3991 x 2025 x 1484 mm
Kerbweight: 1240kg
Agent: Wearnes Automotive