Renault Megane RS Monaco GP Edition.

Ayrton Senna has been there, done that. Nelson Piquet drew parallels of it, stating that it felt like riding a bicycle round your living room. It took Schumi only 1:14 minutes to travel a full 3.3 kilometers of it.  The Vegas of France has seen motoring greats conquering this tight track with more satisfaction than Imola. Circuit de Monaco will always be the highlight of the Formula 1 calendar.

Now, RenaultSport’s bold move to label their Megane RS after this street circuit will be heavily scrutinized by the motoring world. Named the Monaco GP edition, it had better be awesome at the very least. We do not really care about the pearlised white paintwork, neither are we interested in the matching white interior door handles and dashboard.. There is only one question that has needs to be addressed. How’s it like to drive?

As I slid my left hand towards the knob, engaged it to first gear and felt for the biting point, I was greeted with a pronounced metallic clonk from the gearbox. The clutch was made to withstand abuse and we would expect it to be a chore to operate, but honestly, anyone can drive off in it. It’s that user friendly.

The car was taken to a secluded part of Singapore for some G-Force related activity. But before I test its road holding capability, I wanted to know if straight-line adrenaline alone would send shivers up my spine. In order to feel the entire punch coming from its potent 250bhp powerplant, I kept the revs up to more than 3000rpm, which means that I’ll have 340nm of torque at the slightest of right feet input. Throttle response was also tweaked to the highest setting via the in built computer. Results? Pure insanity. RenaultSport engineers couldn’t do better with the engine refinement and response. There wasn’t even a slight hint of turbo lag, impressive for a car with a front mounted intercooler. Its worthy to note that force-fed cars here need to inhale overtime due to the sweltering heat. I have to admit that the RS could do with more poke, but once we realized that RenaultSport had built this from scratch, every figure and every parameter is there for a reason. This is the amount of respect they get, and who would question them, as they had all the part to play for the success of the R26R and 200 Cup.

19 inchers used here doesn’t sound promising for ride comfort, and the CSC5P rubbers seemed like a downgrade, in terms of grip level, from the stock Michelin PS2 found on the 18 inchers. I braced myself for a bone-shattering ride, but tackling humps in third gear felt as relaxing as wading in calm waters. The RS treated humps like chicanes, gliding over them without drama, and it seemed well prepared for whatever irregularities the tarmac in front might offer. 4 potters by Brembos work seamlessly with the chassis and suspension, which brings me to how well balanced the car is during corners. I could literally sense the Perfohub (Renault’s version of Limited Slip Differential) doing its job while braking and steering at the same time. It’s as though the front suspension could communicate with the rubbers, informing them to stick to the ground like chewing gum with all their might, grabbing every millimeter of tar by its grooves, and ease off only when the driver tells them to do so. All these are done milliseconds before the front rubbers are required to respond to the throttle again. I’ve never driven a front wheel drive car that is so willing to turn in without any hint of understeer.

RenaultSport has managed to defy science. The RS’s precision during any driving moment is more than apparent and all we can do is wait for a new variant to experience something similar. The impatience is understandable once you’ve tried it. We’ve seen the Twingo Cup, Clio Cup and Megane Cup, and please don’t stop here. We are obsessed and we want more. It’s an addiction, and I have no choice but to fix all blame on RenaultSport.

Opinion Editorial: 15 minutes in the MINI Cooper S

I scoured the Internet to get a lowdown on what I will be in for. It didn’t seem right to step into a MINI without knowing how this brand had evolved over time. We jolly well know that this icon of a car can stir some serious emotions and tickle even the weakest of senses. The amount of appeal it oozes can make any gender go weak on their knees. I’m sure you’ll be very familiar with this British go kart with a roof, which is why I’ll not dwell on quantitative information that can be Googled within seconds. Instead, let me pen my thoughts on my driving experience with the MINI Cooper S.

Settling into the cockpit was never as simple as it seems, and don’t get me wrong. In terms of driver practicality, it was never a problem. What I meant was that your mind will be working overtime to absorb all the minute details that goes on inside John Cooper’s car. Ranging from the nostalgic central speed display to the logo on the steering wheel that stares right at you, everything about this car prompts the driver to be emotionally attached to it, and its tough to wriggle your brainwashed mind out of it.

Now let me move on to the Cooper S’s drive, and this is where the magic starts to unfold. As I eased into traffic for the first time in this car, the only thought that went through my mind was the brilliant weighting of the leather clad steering. It was so well weighted and precise that I could almost navigate the turning radius with pinpoint accuracy, with any amount of traffic distraction thrown at me, at any speed. It would be a waste if you drive it with only one hand on the steering wheel, because I dare say that half the fun will be lost if we do not drive this special one like how a proper driver should, with the appropriate techniques. Anchor your thumbs in a proper 9-to-3 position and pay attention to how it steers. To be honest, not many cars come close in terms of steering feel (at least the ones that I’ve tested) as the MINI.

I’ve always overlooked the quality of the “Prince” engine ever since the day VW released their twincharged 1.4 powerplant. Both engines boast numerous awards in their trophy cabinet, but VW will definitely have the upper hand in terms of technological leap. Who in the world would have thought of squeezing two forced inductions in a puny 1.4-liter motor? I have to indicate that the “Prince” lacks the high-end poke during freeway overtakes and you’ll have to drop a few gears to really get it going convincingly, and this brings me to mention about the auto transmission. My friends have been telling me how a gearbox can numb the entire experience of a good car. Pass me a stick shift, and I wouldn’t complain. In all honesty, there is truth in the statement, but how MINI manages to conceal its flaw in the relatively slow shifts astounds me even further. It almost seems that MINI engineers foresee customers complaining about the boring and somewhat incompetent (with dual clutches entering the fray) autobox, and strived to engineer something else special enough to bring us back to the basic joy of driving. Yes, I’m talking about the MINI’s chassis. Tear the bodywork apart and we will be able to notice a rigid skeletal structure that has taken countless man-hours to perfect. How it manages to work in tandem with the gearbox and engine just amazes me. Not only was I in complete control of the car, the confidence to take it to the limits had reached an unfamiliar territory. Corner entry speed was a whole lot faster than many others that I’ve driven. This car deserves way more than just my praise.

The usual tossing and turning in bed didn’t feel entirely uncomfortable that night. Incoherent flashes of information kept popping up in my mind, which was still filled with “mini”ature spurts of adrenaline rush. How did MINI manage to construct such a wonderful piece of mobile art that so many petrolheads can relate to? How did MINI surpass the horrors of modern day regulations over the past 40 years to engineer such a distinctive machine? I applaud what MINI had contributed to the automobile industry. The automobile fraternity needs to give some serious credit to them for creating a car that shouts “Fun” at any moment in time. Thank you, MINI designers, for putting your heart and soul into a car that can be truly called an “engineering marvel”. Your efforts have not gone to waste. It had been, and will be, enjoyed by millions around the world.

Citroen DS3 150 THP (M) Review

I had the opportunity to have a go in the Citroen DS3 150 THP (M) at the dealer situated at Leng Kee in Singapore. Coming from an island filled with the iconic MINI Cooper, I was eager to find out if this French “Supermini” was able impress, and eventually grab a slice of the highly competitive hatchback market share.

Truth to be told, never in my wildest dreams did I expect Citroen to be as highly customizable as a MINI. The paintwork and subtle trimming of the two cars on display were entirely different, which explains the reason behind 38 funky color combinations for customers to choose to suit their personality. Being spoilt for colour choice was only half the fun, when I discovered that there’s much more intangible goodies beneath the “anti-retro” looking skin, which will be revealed in future sections.

The very first thing that caught my curious eyes was the sporty seat with generous alcantara leather wrapping the exaggerated side lumbar support. Once seated, I was pampered with plenty of legroom, unheard of for a car in this segment. The steering feels pleasant to the touch, with well-designed angular holding positions for your thumb, providing ample grip when cornering enthusiastically. Brushed aluminum trimmings on the steering and central console adds a refreshing touch to an interior that doesn’t lack finesse, mainly due to the “carbotech” dashboard, which works its way to complement the style of the car as a whole. We can definitely sense that Citroen didn’t hold back their plans to create one radical looking machine that can turn heads.

Our planned route for the test drive consisted of challenging twisties as well as some freeway action. The instrument cluster turned full sweep once I ignited the engine, which seemed like a hint for many greater things to expect, and the rest of the action that followed didn’t seem to disappoint. We couldn’t fault the DS3’s 6-speed manual transmission, as it allowed the driver to execute each shift with utmost satisfaction. Although throws were rather long, gearing inputs were precise and quite notchy, a feeling all boy racers would swear by when carrying out each change. The clutch was also user friendly and I didn’t have a problem feeling the biting point during congested traffic. Drag the gears a little longer and we will be greeted with a sweet growl courtesy of the sporty twin exhaust configuration.

One point of worthy mention will be the steering. I was rather frustrated with its light and uninspiring steering at first, but then I realized that although it didn’t feel as weighty as the MINI, the steering felt direct and precise enough to instill confidence during high-speed maneuvers. It manages to take corners with a tinge of poise and maturity, a sensation that couldn’t really be explained in words until you try it for yourself. Simply put, the drive of the DS3 felt like a breath of fresh air when compared to the MINI, A1 and Mito. We wouldn’t feel as taxing in the DS3 as compared to the three main rivals, especially when Citroen had managed to develop such a well engineered steering that can be turned with assurance and ease, without sacrificing much driving pleasure and involvement.

The “Prince” engine (co-developed by BMW AG and Peugeot/Citroen), which developed 156bhp and more impressively, 240nm of torque way down the rev range (1400rpm), is an absolute joy to use. I didn’t really have to step hard on the throttle to propel its feisty 1165kg frame from a junction. Overtaking was a breeze and accelerating in 3^rd gear in particular felt punchy, and the chassis felt more than up to the task. It certainly felt nippy and zippy, and faster than the claimed 0-100kmh timing of 7.3 seconds.

All in all, I was rather impressed with the ride as a whole, but it was certainly not without any flaws. The sharks fin B pillar wouldn’t suit conservatives, and the bright yellow paintwork reminds us of Lego bricks. Crucially, it didn’t feel a whole SGD$60,000 cheaper than the MINI Cooper S. In fact, ignoring the costs, there’s more to love than hate about this French hatch and I wouldn’t be surprised if Citroen manages to sell a significant number here. Give it time for the DS branding to set in and we’ll probably notice a slight shift in the continental car market segment.

In all honesty, Citroen had managed to package the DS3 into a driver’s machine that looks more stylish than sporty. Is it full of contradictions? It might be, but the pros far outweigh the cons in every aspect, which is why my family had put pen to paper on the dotted line for a Thorium Grey/Carmen Red piece, due to arrive in a couple of months. You might think that my choice would be filled with regrets, but coming from someone who had experienced the horrors of VW’s jerky 7 speed DSG, our decision would be more than justified.