N isn't just for Neutral: GrpN shift-linkage for the MY06 Subaru STI S204

We've sworn to keep the S204 as stock as possible, and to be fair the workshops we frequent in Singapore (Espace and Applied Performance) also tell us the same, but then we'd been hearing a lot of good things about STI's GpN shift-linkage (STI: 350104S050 / Gear Shift Link), so we placed an order for it from Japanparts, together with a hard-pillow mount (STI: ST35036ST000) to use with it.

(yeah, that's the S204 in the background)

We can't say this enough times: This isn't just a short-shift kit. What it does is to replace all the soft, squishy bits in the S204's original linkage with hard-points so there's less flex and give, which returns fantastic feel, precision and weighting during shifting that is more mechanical than the original's slightly-rubbery.

(original S204's shift linkage is on top, the GpN part is below)

(left is the GpN part, right is original)

Best of all, each gear is now engaged with a satisfying 'snikt' (it's pretty hard to discern the shift quality from the video, but you can just about hear it.

As far as upgrades go, and coupled to the relatively low JPY versus the SGD when we ordered it, this is possibly the best S$500 I've ever spent. There's slightly more vibration and you feel everything a lot more, but then we're not buying these cars to drive slowly and quietly so that wasn't a huge deal-breaker for me.

Trust me when I say this 'simple' mod will make you want to drive your car so much more. Of course, it's not just applicable to the S204; I'd reckon it's the same kit for the 'hawkeye' 'pig-nose' generation of STIs with the 6spd manual transmission, but naturally, check with your respective garages/workshops/tuners to be safe.

Mini Golf : VW Golf 1.2 7-Speed DSG

It's easy enough to see how the many variants of the VW Golf has become such a firm favourite amongst its legion of fans. The term 'Volkswagen', or 'People's Car' has never been more apt with more and more car buyers in Singapore looking towards the German brand due to a combination of factors.

The favourable Euro is just one element (although this doesn't necessarily mean a proportionately reduced MSRP to reflect this :p); couple this to the high Yen and there's been a general exodus towards European marques, since the average man-in-the-street has a tendency to equate Continental as 'higher class' than anything Japanese.

Not forgetting the COE component (mandatory in the purchase of new cars in Singapore), which in recent times, has spiked up such that Cat B (1600cc and larger) cars is now in the SGD$40k region and Cat A (less than 1600cc) is about SGD$10k less.



The next ace up VW's sleeve is the relatively small engine capacities that are available in a variety of body-shapes; these Golf and Jettas are endowed with just enough forced induced punch to make sure the VW owner doesn't lose out to turbo-diesel'd taxis or uncles in their Camrys in the traffic light grand prix - not that we're accusing VW owners of such shenanigans, of course.

Take the 1.2L engine in this test Golf, for instance... Mated to a 7-speed DSG transmission, shopping duties and general errand-running has never been easier.

Don't be mistaken into thinking the car is lacking in grunt either, because it makes perfect sense in a built-up city-state like Singapore, where more time is spent spurting from one traffic light to the next, or in some cases, one bumper to the next in one of the many interminable gridlocks that surface during peak hour travel.

Best of all, the road tax you pay is for a 1.2L ($508 for 1 year iirc, so 10 years is $5080), never mind that this car has all the potency (if not more) of a naturally aspirated 1.6L... having said that, VW's offer to pick up the road tax (for the life of the car?) for new buyers is still a pretty nifty gimmick.



The cabin is comfortable and decently appointed for use as a daily runabout, which means climate control keeps the occupants well-chilled and the factory stereo is sufficient to keep us bopping to the latest tunes in the course of our daily commutes.


The bottle-cap opener first seen on the Golf5 can also be found in the latest version and can be used to separate the centre cubbyhole as dual cupholder or fits flat and snugly into the purpose-built niche in that same bin.



Unlike some of its more sportier brethren, there are no steering wheel paddles to work the DSG, so one has to make do with stirring the gear lever instead if the intention is to really feel 'involved' with the car (although we still say, if it's involvement you really want, buy a manual transmission instead...!)

For the most part, we left the DSG to its own devices, since we found the ratios well suited to city progress. Besides, we always enjoy driving cars as they were intended to be driven (in this case, a perfectly inoffensive A-B car).

One thing that does take some getting used to is the 1.2's low-speed manners.

Initially, there's a feeling that the gas pedal is disconnected from the engine; keep it planted, or even worse, apply more pressure and the car lurches forward. Having driven some of the other variants, we kind of knew what to expect so we pussy-footed around in low-speed manoeuvres.



Fast Facts : VW Golf 1.2 TSI DSG-7
Engine: 1197cc, 16-valves
Maximum power: 105bhp at 5000rpm
Maximum torque: 175Nm at 1550-4100rpm
Transmission: 7-Speed DSG
Wheelbase: 2578mm
LxBxH: 4199 x 1786 x 1479mm
Kerbweight: 1189kg (no driver)
0-100km/h: 10.6 seconds
Top speed: 190km/h
Test Mileage covered: approximately 118km
Agent: Volkswagen Centre Singapore, tel.: +65-6474-8288
Price: SGD$93,800 (accurate as of 25th August 2010)

Well Under Par : VW Golf GTI (Mk 6)

* Personally, I Like the new front; looks far more menacing than the Mk 5... and the 6 is more than capable of backing it up with some action too (unlike its wide-eyed predecessor)


Exhaust revisions result in a more aggressive note; tail-pipes are now on either side of the rear under-skirting.


* Engine is a turbocharged 2L, but this isn't the same engine found in the Mk 5. The heavily revised powerplant feels punchier (slightly more horsepower than the outgoing car) and the sound it makes on the move is outstanding (also thanks to the revised exhaust system)! Stupendous low to mid-range punch...


* New steering wheel is even more delightful to hold; Racing red stitching matches the gear-gaiter.


Familiar DSG gearbox; still not a huge fan, but i have to say it makes light work of A-B driving, but occasionally, one feels the gear-box is second-guessing the driver during up (or down) shifts.


The cabin is well appointed and exudes the kind of well-built ambience that so many have come to associate with German brands. Of course, recent times have seen a gradual decline in the average build quality of stalwart brands, but with the mk 6, with the exception of some parts, overall cabin quality seems far higher than the Mk 5.

Although the Mk 6's dash architecture is similar to the mk 5, the quality of materials used is far higher than the earlier car and prove tactile to the touch.




* Even on 18-inch alloys and low profile rubber, the chassis and suspension of the Mk6 GTI has been well-sorted. In fact, in terms of ability, it far surpasses the Mk 5, which could get crashy at times and wheelspun easily with even minor prods of the gas pedal.

Even in 'Sport', the ride is perfectly acceptable; the Mk6 now features XDS, an electronic transverse differential lock, and what a difference to handling it makes: the Mk6 GTI has certainly transcended the realms of the average straight-line warrior.

Corners can now be attacked with a high level of confidence (and speed); previously, one either worried about wheel-spinning if the gas was applied too early or if applied too late, not carrying enough speed out of the corner (before the inevitable comments about 300bhp or 400bhp Mk 5s start coming out of the woodwork, of course I'm talking about stock to stock).

Of course, there's more to chassis dynamics than just adding a trick LSD, since there have been recent FWD cars that have tried to use that as a selling point, even if the results have sometimes been far from satisfactory.

Ultimately, the mk6 GTI shines as a complete package and can be driven hard with finesse. The GTI's steering weight/communication, power delivery and suspension have all been tuned to optimise the LSD, which ultimately enhances the car's handling, stability and poise... and that has made all the difference between this and the Mk 5.


new instruments are easy on the eye.


Familiar wheels to many; unlike the Mk5, 18s come as standard this time around; but thankfully, the chassis of the Mk6 has been well sorted to deliver a firm yet comfortable ride.

With the launch of the Golf R, hardcore enthusiasts have something else to look forward to, where the turbo'd 2L has been boosted to 270bhp and like the R32, will feature VW's latest 4Motion 4WD system for optimised traction (after all, one can only go so far with FWD).

As much as i loved the rasp of the V6 in the earlier Golf V R32, the reality is Singapore's road tax structure, which penalises cars with bigger engine capacities, made ownership of the R32 rather prohibitive, or rather, there were plenty of compelling alternatives (some higher up the brand hierarchy, no less) in that price and engine category that could be enjoyed.

In any case, the Golf R should be making it to Singapore; the only concern is, will the official channel serve up the de-tuned 'hot climate' version?

Anyway, fingers are crossed for the full bhp variant!



Til then, The Miff says 'bye'!



Fast Facts : Volkswagen Golf GTI (Mk 6)
Engine: 1984cc, 16-valves, in-line 4, turbocharged
Maximum power: 210bhp at 5300rpm
Maximum torque: 280Nm at 1700-5200rpm
Transmission: 6-speed Dual Clutch Transmission
0-100km/h: 6.9 seconds
Top Speed: 238km/h
LxBxH: 4213 x 1779 x 1469 mm
Wheelbase: 2578mm
Kerbweight: 1339kg
Agent: Volkswagen Centre Singapore
URL: http://www.vwasia.com/publish/vwasia/singapore/en/company/location.html
Price: S$134,300k (5-dr) / S$130,800 (3-dr)

Speaking English : The Official Nissan GT-R (R35)

With the official car finally in at the local Nissan distributor's showroom, GT-R (R35) owners can finally enjoy a complete experience with the car's English interface. (previously, owners of PI GT-Rs were stumped by the Japanese interface.)



At just under S$300k, Tan Chong's GT-R offers full service support from the NHPC (Nissan High Performance Centre), English interface and a high OMV.



With modern cars featuring more complex mechanicals and electronics, having the equipment and special tools is only one part of the equation => a certain degree of familiarity and knowledge is necessary as well, as opposed to a 'trial and error' approach.

Newer PI GT-R owners probably currently enjoy adding on go-faster bits (which are inherently simple 'plug-and-play' by nature), but when it comes to troubleshooting, diagnostics, timely spare parts ordering and general support and maintenance work, it could be an entirely different story completely.

But as they say, " different strokes for different folks," so it is entirely understandable that there will be buyers who are willing to pay the slight premium for peace of mind.











Fast Facts : Nissan GT-R (R35)
Engine: 3799cc, 24-valves, V6, twin turbocharged
Maximum power: 485bhp at 6400rpm
Maximum torque: 588Nm at 3200-5200rpm
Transmission: 6-speed Dual Clutch Transmission
0-100km/h: 4.1 seconds
Top Speed: 310km/h
LxBxH: 4650 x 1895 x 1370 mm
Wheelbase: 2780mm
Kerbweight: 1745kg
Agent: Tan Chong Motor Sales, tel.: 6466-7711
Price: approx. S$300k

Green and Bear It : VW Scirocco 2.0TSI DSG

Green seems to be the theme for the past few posts. Thankfully for a change, in the case of the VW Scirocco, it's only 'green' in terms of its luminous Viper Green hue, as opposed to being yet another car for the tree-hugging brigade - not that there's anything wrong with 'going green' of course, lest thin-skinned readers start taking things the wrong way.



The 3rd generation 'rocco is a sexy beast, with the new Golf's slit eyed gaze and a curvaceous rump-end that promises much to the wildly imaginative. The edgy 2+2 comes from a long line of 'sporthatch-coupes' that began with the first and second generation Scirocco, which later evolved into the Corrado.

As much as the new model is visibly a hatchback, opinion was polarised over the true characters of the earlier cars, which boasted distinctive 'hatchback-coupe' silhouettes, especially during the era of the Corrado.



Shod in the turbine-shaped 18-inch alloys (finished in sterling silver, no less, for that added 'bling' factor), the 'rocco cuts a sexy, no-nonsense stance, also well-accentuated by its muscular rear haunches, which certainly gives it a strong presence on the roads.



Unlike Porsche 911 GT3 RS Viper Green, the 'rocco's shade is near fluorescent and shows up hints of yellow, green and gold, depending on the viewing angle. Of course, an added complication now is colour matching by lesser paint-shops in the event of minor scrapes, since this is a colour that will require skill to mix and apply for it to blend perfectly.



Despite its seemingly compact proportions, the car will happily carry 4 adults with ease; the boot will accommodate shopping packages and grocery bags as well - although it is deep, the loading point is rather high due to the tail-gate design.



Inside the cabin, the seats are supportive for fast road use and the 'flat-bottomed' sports steering wheel is ribbed for the enthusiast's driving pleasure. Like the Golf GTI, the 'rocco is served by VW's 6-speed DSG transmission (with accompanying steering wheel mounted shift-paddles).



A similar turbocharged 2L powerplant powers the Scirocco and is mated to the quick-shifting DSG for explosive effect. There's no doubt that these cars (Golf GTI and 'Rocco 2.0 TSI) are effortless to drive quickly under normal traffic conditions. Prod the gas pedal and the car rockets away off the line with a slight chirrup from the 18-inch Pirelli PZero Rosso rubbers.





In fact, with the DSG's close-ratios under brisk acceleration, 100km/h seems to come up very quickly on the white-illuminated instruments (much quicker than the 7.1 seconds might otherwise suggest). Like the GTI, the Scirocco proves to be a tough customer when it comes to driving at a more relaxed pace.

On the move, the forced-induced punch hits hard in the low to mid-range with scarcely any turbo-lag to speak of. Despite the road noise at highway speeds, the 'rocco presents itself as a decent daily driver (as an alternative to the ubiquitous Golf GTI, although the Mk 6 GTI now gives +10bhp) for motorists who appreciate the prodigious thrust of a turbocharged engine yet want the refinement (and perceived prestige?) of an edgy continental marque.



There are 3 suspension modes to pick from: Sport, Comfort and erm, Normal. In Sport, the ride was never unbearable so we left it in that mode for most of our time with the car. The steering is meaty, yet communicative and the brakes forceful and easy to modulate.



Unlike the Golf VI GTI, the 'rocco doesn't have a LSD to really help a front-driver cope with the corners, but even then, grip levels are decent but you need to let the front end dig in before attempting to pile on the power; prodding the gas pedal any earlier is just wasted effort - thankfully the 'rocco punches hard down the straights.

Priced just under S$130k (1.4L comes in at approx. $97k), the Scirocco isn't a cheap proposition, but then again, it's sometimes difficult to put a price on 'coolness' and all in all, at least the 'Rocco presents a refreshing change from the many variants of the Golf and kawaii MINI, even though the latter car is still an appealing proposition to many buyers.

If the Scirocco 2.0TSI isn't 'hard' enough for you, the fire-breathing 265bhp R variant is expected to arrive in Q1 2010. Now that Loco 'Rocco (on a side note, check out: http://www.locoroco.com/pc/index.php) should prove to be a real live wire.





Fast Facts : VW Scirocco 2.0 TSI (DSG)
Engine: 1984cc, 16-valves, in-line 4, turbocharged FSI
Maximum power: 200bhp at 5100-6000rpm
Maximum torque: 280Nm at 1700-5000rpm
Transmission: 6-speed DSG
0-100km/h: 7.1 seconds
Top Speed: 233km/h
LxBxH: 4256 x 1810 x 1856 mm
Wheelbase: 2578mm
Kerbweight: 1318kg
Agent: Volkswagen Centre Singapore
Price: approx. S$129k

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