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

Room to Move : Skoda Roomster

In an arena of fashion-friendly compact upstarts like the MINI One, the Skoda Roomster represents an invigorating breath of fresh air, particularly in light of its working class, anti-establishment credentials.



Skoda has kept a rather low profile in Singapore of late and its return with the Roomster gives the brand a much welcome break into a segment that it may have an opportunity to define.



Not quite a hatchback nor a van, the Roomster combines the best of all worlds with its dynamic profile that is only vaugely van-like, yet MPV-style mechanics that really let one exploit the cabin space.



there's an intriguing blue-collar, workman-chic appeal to the car that you either get or you don't. In 'White Candy' and metallic window tints and its accompanying bonnet bulges, the Roomster certainly attracted its share of attention as it trawled the streets.

It can get rather confusing as one attempts to come to grips with the Roomster's identity. Is it a hatch-back, MPV or van?



Well, the rear seats can be slid, folded and flipped in more configurations than a Cirque de Soleil chinese acrobat, or in extreme cargo-carrying mode, removed completely.



The front boasts multiple cubby-holes for your stowage needs.

It's also the little thoughtful touches that really set the Roomster apart from its run-of-the-mill cross-segment rivals. Little hooks at the base of the rear seats can be anchored to the front seat head-rests for better stability when the seats are flipped forward.



There are even pictorial depictions giving precise instructions for the orgiami-challenged owners of the car to maximise its carrying potential.

Although there's quite a fair bit of plastic in the car, the overall material quality is high and hardy enough to resist use and abuse. The sense of solidity is almost agricultural in nature, like the earlier VW cars.

The ergonomics are simple and the level of kit is far from basic, but then some may feel that the level of equipment is overly high.

ESP, manual climate control and a comprehensive trip computer are just some of the highlights.





A 6-speed automatic mated to a peppy 1.6L lets you zip the car around at a decent pace. The ratios are closely spaced for brisk progress and while the engine revs smoothly, there's a slightly gruff note during acceleration.



For me, the kitschy, radioactive green illumination is a big plus and a welcome change from the overused blues and whites that its VW stable-mates seem to enjoy using.

Now the downer, at just under $70k, it's not exactly a cheap proposition, especially in Singapore where Skoda doesn't have that same reputation for offering VW-quality-at-value pricing as Europe, which is a real pity, as far as we're concerned.



Fast Facts : Skoda Roomster 1.6 (A)
Engine: 1598cc, 16-valves in-line 4
Maximum power: 105bhp at 5700rpm
Maximum torque: 153Nm at 3500rpm
Transmission: 6-speed automatic
0-100km/h: 12.1 seconds
Top speed: 183km/h
LxBxH: 4205 x 1684 x 1607mm
Wheelbase: 2617mm
Kerb-weight: 1215kg
Price: S$68,000
Agent: Harvest Automobiles (Group Exklusiv)

M3 for ME : BMW M3

'M' has always been one of the most powerful letters in BMW's alphabet. For the first time since the E36, the current M3 offers us M thrills in four-door guise. This is no four-door in 'name' only, since the 2761mm offers rear occupants a decent amount of space; they're pampered too with the rear air-vents to keep them nicely chilled in our recent sweltering weather.



On the surface, the basic shape of the M3 saloon resembles the regular 3-Series saloon, but closer scrutiny brings up the delicious touches that set it apart from the madding crowd. Even stationary, the M3 boasts a purposeful stance that obviously brooks no back-talk. This is clearly a car that can 'bring it on' with the best of them, so best to tread quietly.

M car bodykits have always been a result of function over form, so there's nothing remotely superfluous about the addendum, since the styling elements contribute to handling, aerodynamic efficiency or cooling.



The gaping air dams in the front spoiler work with the bonnet vent to aid engine cooling (the second vent is actually to 'balance' out the bonnet's styling!). The prominent bonnet bulge isn't just for kicks, since the V8 takes up that much space. If you're wondering, this is the first time a V8 has been used for a production M3, after a long line of in-line 6-cylinder cars.



M-gills (which started on the E46 M3) integrate side indicators, while the gorgeously sculpted wing mirrors enhance aerodynamics, as does the rear skirting.



A discreet boot-lid spoiler helps with downforce, while the car shows its finger(s) to potential challengers with the quad tail-pipes.

These sexy dark graphite 18-inch alloys shod in sticky micheline PS2 rubber are tucked beneath phat, fat fenders. (245/40R18 in front, 265/40R18 in the rear, in case you're wondering)



Considering the car's illustrious credentials, the cabin is skewed towards the driver and yes, there's iDrive. However, before you start belly-aching, it is via the iDrive that the driver can fine-tune the 'M Settings' to control EDC (electronic damping control), DSC, Power and Steering (Servotronic).



The front seats grip snugly and steering, gear-shift and pedals work well together without coming across as too heavy or difficult to drive.



Trio of buttons along transmission tunnel for quick access. Hardest EDC setting best left for mirror smooth track, because on normal roads it deteriorates into uncomfortable crashiness. even in standard, the M3 chassis is accomplished enough and well-sorted to offer sublime dynamics. I LIKEE!


However, fine-tuning is effected via iDrive, which can be set to the inconspicuous looking 'M' button on the steering wheel. This 'M' could well stand for MAYHEM!



As much as the upcoming 7-speed M DCT (Double Clutch Transmission) is faster and more fuel efficient than the 6-speed manual we tested, i'm still a fuddy duddy who prefers playing with the shifter. First and second are notchy but the shifts are firm, precise and short-throw for an enjoyable driving experience.

Pressed hard, the V8 reacts well to prods of the gas pedal, but there's only the slightest of snarls from the outside. This feels less high strung compared to the earlier 6-cylinders but its rev point is sky high so enthusiasts enjoy high-torque and high-rpm performance for addictive driving thrills. Brakes too are equally strong and shed speed in a jiffy; ample feel for precise modulation too.



The four-door practicality of the M3 targets cars like the C 63 AMG (pit against the M DCT) and the RS 4. Compared to the Audi, the M3 offers a dynamic and involving drive that the RS4 can't quite compete against. As big fans as we were of the RS 4, the M3 takes everything on to a whole'nother level that the quattro can't quite touch.


(* this rear oversteer image courtesy of Sheldon)
the only way to drive a M3... sideways! haha




Fast Facts : BMW M3 Saloon
Engine: 3999cc, 32-valves, V8
Maximum power: 420bhp at 8300rpm
Maximum torque: 400Nm at 3900rpm
Transmission: 6-speed manual
0-100km/h: 4.9 seconds
Top speed: 250km/h (electronically limited)
LxBxH: 4580 x 1817 x 1447mm
Wheelbase: 2761mm
Kerb-weight: 1605-1680kg
Price:: S$333,800
Agent: Performance Motors Limited, tel: 6319-0800