Last American Hero? : Chrysler Sebring Convertible

There's a new hard-top coupe-convertible in town; the people who don't want to splash out big $ for the Mercedes-Benz or BMW equivalents nor go French with the Renault Megane Coupe-Convertible or the Peugeot 307CC can now look towards the Chrysler Sebring Convertible as an alternative... whether it's viable or not is entirely up to you, of course.

The Sebring Convertible arrives in Singapore to bolster the ranks of Chrysler vehicles here, which currently includes the Voyager (MPV), Sebring (sedan), Crossfire (Merc SLK-based coupe) and Bentley-lookalike 300C (which includes a crazy, tyre-shredding HEMI 6.1L V8 variant!).

Like so many other marques, Chrysler has decided to execute the Sebring Convertible with a retractable hard-top (vinyl and rag-top versions are available in other markets) to give owners a choice between coupe and convertible; at the touch of a button.



the Chrysler bears enough similarity to its sedan counterpart so the family resemblance is unmistakable. the car is a queer mish-mash of high and low-rent specifications, but this becomes understandable when you realise it only costs approximately S$150k to put this on the roads.

18-inch sports alloys mix it up with faux wood trim and nasty plastics to evoke mixed feelings in the owner. the driver rests his bottom in a half-electric seat, while the front passenger settles for full manual-adjustment only. rear occupants enjoy quite a bit of space thanks to the car's generous wheel-base.



The instruments are nicely legible, but feature old-school fonts and kitschy dot-matrix graphics.



Oversized bumpers front and rear mar the car's edgy styling. The Sebring Convertible's profile is brash and bold; predictably american styling.



Under the bonnet too is no minor-league 4-cylinder but a 2.7L V6 that is mated to a 6-speed automatic transmission. The 189bhp and 260Nm on tap is just about acceptable in shuttling the car around, but this is more kerb-crawling cruiser than boulevard bruiser.



The auto box boasts closely spaced slick shifting ratios that make the most of the engine for brisk start-stop acceleration, but there's little satisfaction in working the engine hard, so it's perhaps best to just smile and pose.



The cabin is old-school with an unfortunate antiquated console architecture. Chrysler hasn't really realised that it's not enough to have a convincing exterior package without sprucing up the interior as well, since 'lifestyle' is more than just skin-deep. front seats are snugly comfortable and this must be one of the few truly usable 2+2 coupe-convertibles on the market.



Roof down, there's a fair amount scuttle shake but the suspension is decently sorted to cope with the worst the roads can fling its way.



This is clearly a wallet-friendly alternative to motorists clamouring for the lifestyle cachet of a coupe-convertible. unfortunately, the 2.7L capacity means higher running costs in terms of road tax, fuel consumption and insurance, so it may not be as $$$-friendly as one might imagine, especially since the power levels aren't that impressive begin with. Could this be chrysler's last american hero?

Fast Facts : Chrysler Sebring Convertible
Engine: 2736cc, 24-valves, V6
Maximum power: 189bhp at 5500rpm
Maximum torque: 260Nm at 4000rpm
Transmission: 6-speed automatic
LxBxH: 4922 x 1816 x 1485 mm
Wheelbase: 2765mm
Price: approx. S$150,000
Agent: Chrysler Jeep Automotive of Singapore, tel.: +65 6479 3333

This X Marks MY Spot : Mitsubishi Lancer Evolution X SST

YES... you heard it here first; it's FAR more accomplished than VW's much-vaunted DSG (Direct Shift Gearbox), despite any murmurings to the contrary.

Probably the most eagerly awaited twin-clutch transmission system after the new Nissan GT-R, the SST (Sports Shift Transmission) finally makes its debut in Singapore inside the Mitsubishi Lancer Evolution X SST or Evo X SST.

Visually, the SST is unchanged from the manual variant; no little badges to differentiate it from its stable-mate.



Inside, steering wheel mounted gear-paddles (substantial and solidly built), a SST toggle just south of the stubby, leather-clad gear-lever.

YES, the PIs may be selling it a little cheaper, but how many (if at all) of them have a SST model in ready stock. At the time of this upload... not very many. Rumours abound that mitsubishi japan might have a hand in forestalling deliveries from japanese dealers to singapore PIs; the other one involves the teething problems the SST unit is throwing up...

If the latter is true, then it's probably a good thing that official mitsubishi distributor in singapore, cycle & carriage, is providing a 3 year warranty and $50k OMV (vs. the 40+k for a PI car) for its SST at a whisker under S$160k.



the teenage mutant ninja turtle recaro seats provide a snug fit for even slightly portly drivers. After successive drives of the evo X, its slightly larger proportions are no longer intimidating and the X is really easy to chuck around in traffic and car-parks.



Like the manual, brakes on the SST offer stupendous feel and stopping power; great for when you get carried away with the speed.

One can either leave it in 'full-auto' (with the occasional manual override using the steering wheel mounted paddles) or flick the leaver over to the right to 'manual'. The SST can be toggled through three modes: normal, sport and s-sport.



the first two are easy enough to engage, but s-sport requires a PS3 style 'combo' to initiate. firstly, the car has to be stationary, then from 'sport', the SST toggle must be held upwards for a few heartbeats, before the s-sport mode is engaged.



as a daily driver, there are few cars in this price bracket to offer space, pace and race in one four-wheel driven package that is as easy to drive. The ratios are closely spaced for really brisk progress and it's easy to find one quickly flicking through the paddles WRC style.

As much as VW's DSG revolutionised this particular segment, the SST really re-writes the rules in a firm and decisive manner. Devotees at the altar of DSG may find this hard to believe and dismiss this as the ramblings of yet another JDM-boyricer, but if it helps, i was never one to rave about the manual Evo X when it was launched, which makes the SST such a pleasant surprise!


(* moving image courtesy of Penoramic Publishing)

Now what about the GT-R...

Fast Facts: Mitsubishi Lancer Evolution X SST
Engine: 1998cc, 16-valves, in-line 4, turbocharged, MIVEC
Maximum Power: 280bhp at 6500rpm
Maximum Torque: 422Nm at 3500rpm
Transmission: Twin Clutch SST 6-speed
LxBxH: 4495 x 1810 x 1480 mm
Wheelbase: 2650mm
Kerbweight: 1540kg
0-100km/h: about 5 seconds
Top Speed: 180km/h (electronically limited)
Price: <$160k
Agent: Cycle and Carriage (Mitsubishi), tel: 6473-9722
*Automotive Photography: www.penoramic.com

High Five : BMW 520i

A game of word association often throws up quirky surprises, but one thing's for sure, mention BMW 5 Series and the first thing that pops into one's mind is, 'yummm, (at the very least) silky smooth six-cylinders.' So while it's fine for the entry level 3 Series to feature unruly four-pots, but surely we wouldn't expect these engines to permeate the executive inner sanctum of the '5'?

Don't get me wrong, this move is supposedly meant to make the popular '5' more accessible to buyers. However, does this remove the 'aspirational' aspect of the car? Would it make a difference to the upwardly mobile if it's so 'easy' to gain entry into the 'club' now?

This also means that BMW has finally joined the Audi A6 and Mercedes-Benz E-Class in the 4-cylinder executive brigade.

So we're not quite sure how to deal with the prospect of the 'new' 520i, which now features a slightly re-tweaked version of the four-cylinder, also found in the 3 Series, under its bonnet and mated to a six-speed automatic transmission.

However, the results are surprising.

A weekend with the car threw quite a curve ball; the 520i is quite an enjoyable drive and all-round performer in town traffic and even at legal speeds on the highway. Push it up North and the performance on high-speed runs begin to pale in contrast to the 523i and 525i.

Notwithstanding any snobbery associated with the long-standing '4-cylinders vs. 6-cylinders' debate, the engine is a smooth performer with well-matched gear ratios that really maximise low to mid range urge.



Working the auto-box 'manually' demonstrates the efficiency of the transmission, as the shifts are executed seamlessly and quickly. The dynamics are as involving as you'd expect from the car and the absence of Active Steering makes for a more natural steering feel.

Equipment-wise, the 520i offers a no-frills solution to the executive washroom. Air-conditioning is manual and single-zone, rather than a multi-zone electronic climate control system. Xenon HIDs are standard, a nice touch for the car.

There's a quality of unpretentiousness about the car that leads us to wonder, "does such a thing exist? A 5 Series with no pretensions?" Gasp, what would the neighbours think?

The 520i bolsters the ranks of the 5 Series, which includes the 523i, 525i and 530i here in Singapore.



(*all pix courtesy of Penoramic Publishing)

Fast Facts: BMW 520i
Engine: 1995cc, in-line 4 cylinders
Maximum power: 156bhp at 6400rpm
Maximum torque: 200Nm at 3600rpm
Transmission: 6-speed automatic
0-100km/h: 10.6 seconds
Top speed: 219km/h
LxBxH: 4841x1846x1468 mm
Wheelbase: 2888mm
Kerbweight: 1490kg
Price: $168,800 (with COE)
Agent: Performance Motors Limited

R8ted 'R' : Audi R8 Part 2

This clean revving V8 grumbles initially, but the woofle transforms into a rising scream as you approach the red-line! musical!


*cabin shot courtesy of Audi media
no race buckets inside the R8, but the seats are snug and comfy; it's certainly much easier to taller (and fatter) drivers to get in and out of the car than true exotics. some of the plasticky bits aren't so happening though.

there's quite a decent amount of space, especially on the 'parcel shelf' behind the seats (2 full-sized golfbags can be squeezed in!). The cabin exudes a polished air, with lots of billeted metal bits cladding surfaces that will see the most human operation, like gear-knob and climate controls. the suede roof lining feels great too! we found ourselves stroking it while waiting in traffic!


important controls here, including the (all-important) button to deploy the boot-lid spoiler! the R8 also features the brand's AMR (Audi Magnetic Ride, like on the higher-specc'd TTs), which adapt to the driver's style and road condition within milliseconds. the ride was firm and very well-controlled. despite its girth, the R8 was also surprisingly easy to manoeuvre around.

'Sport' sharpens up the transmission (and throttle?) response to deliver even more brutally quick gear-shifts for maximum acceleration. Occasionally in traffic, the gearbox had a tendency to drop into 'N', but a chime lets you know when this happens.



It will take you from standstill to a license-losing 200km/h in 14.9 seconds. The century sprint is dispatched in 4.6 seconds and the R tronic's launch control certainly makes hitting that time and time again a cinch!

the brakes are stupendously strong and are perfect for really hardcore driving. unfortunately, this comes at a price; it's infuriatingly difficult to modulate smoothly in the thick of start-stop town traffic, as is the trigger-happy gas pedal (particularly in Sport). Make no mistake, this is a 'manual', which means the car can roll back on a slope!

the gear-shifts too, so explosively quick during fast and furious driving, can take some getting used to in town. there's a fully automatic mode but the key to swift and smooth progress seems to be easing-off a tad from the gas pedal during gear-changes.


The R8's quattro experience isnt merely an 'understeer affair' either. tuned to achieve optimum balance for a mid-engine layout, the R8 is remarkably agile and can be driven hard confidently.

R8ted 'R' : Audi R8 Part 1

sigh, it's been another beeeeezeeeeee month... little time to update, tokyo motor show pix from november 2007 never even made it up!

posting one image, text to follow with a few short clips:

This stubby gearknob used to engage the 6-speed sequential R tronic transmission (a derivative of Lamborghini's E-gear automated manual transmission). Flat-bottomed steering wheel boasts paddles for faster shifts.


There's certainly no mistaking the sleek, predatory curves of the R8 for anything else on the road, although there's no ignoring the subtle hints of the TT, a fact that some owners of this 500k Audi may not appreciate.


The white car is nicely complemented by the slabs of carbon-fibre cladding on the flanks, while the contrasting black fins and grilles create a stunning visual impact.


At the back, quad exhaust pipes bristle out to bellow out their challenge. there's even a little boot spoiler that can be even be deployed by hitting a purpose-built button in the car; black fins below the tail-lights 'iffy' and fussy looking.


The clear 'hatch' shows off the v8 powerplant, reminiscent of the sight of an in-house movement viewed through the see-through case-back of a timepiece.


The five spoke rims are rather old-school (which we like) BUT they seem totally at odds with the futuristic, avant-garde aesthetics of the R8.


12-LED daytime running lights are HAWT and get two thumbs-up; the S5 (march/april 08 in Singapore) will have this feature too!

in a nutshell, this isn't the full-blown hardcore experience that many may have been expecting, especially following on the backs of the scintillating RS4 and S5 coupe. So, rather than a no-holds-barred Triple X (xxx) grading, the R8 is, as the title says, comfortably in R-rated territory.

The R8 has made a big splash in the performance (sports) car segment but falls just short of breaching the walls of the rarefied super-car territory.

Super-cars aren't just about impressive paper statistics and outrageous styling. In true German fashion, the R8 comes across as rather clinical and lacks the flamboyant emotive quotient of the Italian counterparts. Even the more outre styling touches seem exaggerated and contrived rather than the results of true inspiration.

However, the few people (including one from an Italian super-car distributor) we spoke to felt that it would give the many variants of the Porsche 911 a real run for their money. "It looks unique and is an excellent daily driver; it's much easier to drive than a 911," he said.



Fast Facts: Audi R8
Engine: 4163cc, V8, 32-valves, FSI
Maximum power: 420bhp at 7800rpm
Maximum torque: 430Nm at 4500-6000rpm
Transmission: 6-speed R Tronic sequential
0-100km/h: 4.6 seconds
Top speed: 301km/h
LxBxH: 4431 x 1904 x 1252 mm
Wheelbase: 2650mm
Kerbweight: 1565kg
Agent: Premium Automobiles

Does X really Mark the Spot?: Mitsubishi Lancer Evolution X

we tried the Bilstein-equipped black Evo X (Premium Package with BBS rims, Bilstein suspension, Brembo 2pc brakes) a little while back and the ride was surprisingly pliant for something that has its roots in hardcore performance motorsports. this red car sits on stock suspension and the ride is pliant for the most part, but there's just a hint of crashiness over poor road surfaces.





the galant-esque looks still continue to polarise opinion. it certainly is aggressive looking and it bristles with all manner of bulges and protrusions. the ubiquitous vents and naca ducts on the bonnet are still there, while the gaping maw of the bumper reveals a shiny intercooler within. however, is it everything a lancer evolution should be? there's an TC-SST (automated twin-clutch manual like VW's DSG system) version and the cars are even equipped with traction control!


unlike earlier incarnations of the evo, the X feels as big to drive as it looks on the outside, but that doesnt mean it's not as nimble as before. steering is sharp but that electronic throttle is a pain.

the limits are so high they're unlikely to ever be breached on normal roads; that could go some way towards explaining why the car never feels terribly stressed even when you're pushing as hard as you dare on normal roads.


the TMNT-look (teenage mutant ninja turtles) recaro bucket seats grip snugly but the driving position isn't as ideal as i'd hoped (yes, yes im short and oddly shaped!).



the S-AWC (Super-All Wheel Control) toggle is positioned on the steering wheel, but the RS spec of the X omits this for those who prefer a purer drive. there's lots of room in the back for rear occupants and the boot is generous enough for the average nuclear family (husband, wife, 1 kid, 1 maid); the X stays true to the 4-dr sedan roots of the Lancer Evolution, unlike the upcoming Subaru Impreza WRX STI, which is taking on the shape of a hatch-back.



the X marks the debut of the 4B11 mivec turbo engine in place of the venerable 4g63. there's quite a fair bit of turbo lag from the 2L engine. the turbo hits full boost around 4000rpm with rev-cut just shy of the 8000rpm mark.


this aint no JDM car that's limited to 180km/h either lol!



the gear-shifts from the 5-speeder are firm, precise and satisfyingly notchy, although slightly closer ratios would have been nice. The brake pedal is feel-some and easy to modulate; word on the street is the SST (clutchless manual/auto) has been delayed due to reliability issues, but we expect that variant to be the hot-seller among convenience-minded singaporeans. after all, we all want our cake and be able to eat it too! :)


brembo brakes offer stupendous stopping power even from the crazy speeds the evo X is capable of hitting. the car is fast and effortless to drive hard, but lacks a certain rawness that many have come to associate with the Lancer Evolution model.

*yep, we're back to the familiar blurry pictures thanks to a SE W910i and an original Motorola V3 (eeks)

Fast Facts: Mitsubishi Lancer Evolution X
Engine: 1998cc, in-line 4 cylinders, turbocharged, MIVEC
Maximum power: 280bhp at 6500rpm
Maximum torque: 422Nm at 3500rpm
Transmission: 5-speed manual
0-100km/h: < 6 seconds
Top speed: n/a
LxBxH: 4495x1810x1480 mm
Wheelbase: 2650mm
Kerbweight: 1520kg
Price: $136,988 (with COE)
Agent: Cycle & Carriage (Mitsubishi)

'Bim' Me In: BMW 650i Convertible

errr.. not quite.

Apologies in advance for not waxing lyrical about the car...

as much as i tried to enjoy the V8-hearted 6-Series convertible, it wasn't as elemental as I'd hoped for. In fact, the earlier 645i seemed more potent in the a-b stakes. Like the 335i, the 650i is undoubtedly quick, but there's something sorely lacking in both cars: character.



my pick of the lot would have to be the 630i, which boasts an engine that seems perfectly suited to the car, with characteristics that surpass the engine's other applications (oddly enough). and the good news is, there's a power hike to accompany the recent revision of the 630i.

of course, there will be the usual 'fanboys' who only look for the biggest, newest, shiniest models even though they may be flawed. in this case, the 650i doesn't impress us as much as the 645i did when it was first introduced.

it's a great car to cruise (pose) in and garners its fair share of attention wherever you go, good or ill. it also seemed to evoke the worst in human nature with the occasional animosity directed towards what some felt was a display of conspicuous consumption.



the car picks up some styling elements from the M6, including LED bits and clear clusters etc. new aluminium-effect trim adorns the cabin, which boasts a solid build quality that oozes a premium feel.


the V8 sounds fantastic but we experienced some bog-down when moving off at low speeds or from stand-still. also the car is a great cruiser but not as nimble nor as balanced as we would have liked. Off-the-line acceleration is stupendous though, with the 100km/h sprint dispatched in under 6 seconds.


With 'sport' mode engaged, throttle response is sharpened and shift-times become faster.


Roof off, the car looks fantastic; it's just a pity it takes such a long time to deploy.

sexy bottom includes a more prominent boot-lip with integrated brake lights.


*excuse the 'clear' photos, the darn P1i is dead, so i'm stuck shooting with the trusty dslr for these pix...

Fast Facts: BMW 650i Convertible
Engine: 4799cc, V8,
Maximum power: 367bhp at 6300rpm
Maximum torque: 490Nm at 3400rpm
Transmission: 6-speed Auto
0-100km/h: 5.8 seconds
Top speed: 250km/h
LxBxH: 4820x1855x1374 mm
Wheelbase: 2780mm
Kerbweight: 1935kg
Price: $363,800 (with COE)
Agent: Performance Motors Limited

Clean, Green & Mean: Lexus LS600h L

This entry has been a long time coming... but it's been a beeeeezzzzyyyy few months!

it's not often that you come across a rolling incongruity like the Lexus LS600h L (L for Long Wheel-Base).


The familiar (and some might even say, innocuous) form of the LS is home to the latest in Lexus Hybrid Drive technology, a fusion of electric engine and a finely tuned 5L V8 powerplant to serve up a platter of 6L V12 whoop-ass, while simultaneously delivering tree-hugging levels of fuel economy (equivalent to a 3L petrol engine).




Say what you want, but there's something sleek and almost predatory to the LS's styling, while the humongous exhaust ports that are integrated into the rear under-skirting should serve as sufficient warning to pesky hot-hatches who might be tempted to 'have a go' at the hulk.

As it is, the occupants won't even feel a thing when the driver puts his foot down and pulls convincingly away from the contender... all in absolute, fuel-sipping silence no less! As if the LS460 wasn't quiet enough, this one takes the phrase 'silent but deadly' to whole new heights!

This 'green' car is distinguished by its rims and blue 'L' emblem in the front grille and trunk lid.


The interior is a veritable command centre, with lots of knobs and buttons to help the car maximise efficiency.


The LS600h L even comes equipped with adjustable damping to enhance the car's dynamism on the move. Crazy, we know... but i likeeeee!


From standstill, this car is crazy quick, even with the extra load of the all-wheel drive transmission. Of course, all the creature comforts associated with the regular LS can be found on this range-topper (which means both 5-seater and massaging Ottoman versions are available).

This is the sort of car that will appeal to those with a rather warped sense of humour. on the one hand, it's the feather in Lexus' cap, the sum of the company's hybrid technology r&d. On the other, the performance the car is capable of is a clear finger in the face of all the bleeding heart environmentalists out there, since for some reason, they're happy to imagine eco-friendly cars to look like what passes for Noddy's car in Toyland and possess the performance of a dirty old spark plug.

The LS600h proves them all wrong; this green car will really make them see red. And i'm glad for it!

Fast Facts: Lexus LS600h L
Engine: 4969cc, V8, D-4S with Dual VVT-i
Maximum power: 389bhp at 6400rpm
Maximum torque: 520Nm at 4000rpm
Transmission: 8-speed CVT
0-100km/h: 6.3 seconds
Top speed: 250km/h
LxBxH: 5150x1875x1480 mm
Wheelbase: 3090mm
Kerbweight: 2320-2410kg
Price: $POA (with COE)
Agent: Borneo Motors