M Performance Automobiles (MPA)

Not feeling at home.. at all

Pretty little things

Amazing how a  bodykit can change the whole look of things

740Nm. Lets go

Redline at 5800rpm. You wont go that far

View from the beast

Triceratops will be better off in the freeway!

Which Numbers are You Looking At?

Which part of the specs sheet do you notice first whenever a new coupe rolls out of the showroom? Is it the instant magnetic appeal of the tall horsepower output, how much volumetric weight those humongous cylinders can stuff to provide those jaw dropping torque figures, or maybe even justifying the purchase with your partner, by claiming that it can swallow shopping bags in empty compartments that only seem huge in your naïve eyes?

If I were to answer this question 3 years back, I would definitely be harping on the ongoing fascination about new and “improved” technology by manufacturers, being able to extract the most ridiculous numerical advantage over rivals, just by the inclusion of a couple of cylinders or forcemeating superchargers into the already jammed-packed engine bay. Fast forward 1000 days, and here I am being all grumpy about these additions, because they coincide with the first quantitative item that I look for in the specs sheet now – weight.

My answer might seem surprising to some, and I wouldn’t blame those seeking to disagree with me. Big engines and high torque output will certainly provide any driver that instant shove in the back sensation whenever needed. Simply put pedal to the metal, let the engine rake up his horses, and there you are at point B before you know it. Maybe you can consider asking yourself this question: is power output the only figure that you are chasing? If yes, is it due to the fact that you believe that high performance translates to the acquisition of a better driving machine?

In more ways than one, cars with towering performance figures supply the avenue for technological advancement and bragging rights. Why hold back when engineers know that they have power plants capable of producing digits in their favour? I dare say that the performance numbers game does not appeal to car enthusiasts as much anymore, which is why I am getting all excited when Toyota and Subaru release their modern Hachiroku on local shores, in front of members of the public that seem oblivious to the amount of muscles strained and elbows greased to perfect its basis for existence – keeping weight to the minimum.

Physics will allow us to believe that we can push objects further with less mass. Same logic applies to vehicles. Imagine a sub-tonne Mazda Miata strutting her anorexic load on B roads. This makes hardly any sense to wedge a heavy duty V8 in coupes for these sorts of twisties. The Miata has been hailed as one of the best handling mass production cars to ever grace public roads, and I can sense the urgency for petrolheads to jump into one given the slightest of opportunity, after having the privilege to try a couple of NA 1.6 on good roads. Her divine talent to direct her path on switchbacks according to my demanding limbs, transfers the whole limelight from “marvelous” technological modernity, to the good old days where flyweight is the key to driving satisfaction and more importantly, enjoyment.

Whenever you have an intention to purchase a coupe, it wouldn’t do harm to take a glance at the curb weight of your intended acquisition. Focus on how the power delivery is being fed to the driver during the test drive. Does it go fast due the strength of her heartbeat, or because of weight that she has shed? I’ll select the latter in a jiffy. 86, do Petrolheads proud and set the second wave of trend. It has been proven successful before I was born. I’m sure you can follow suit.

Let's keep our fingers crossed.

For driving updates on the Miata, feel free to like Lenspeed, as I will be posting my impressions up via this Facebook platform soon. =)

http://www.facebook.com/Lenspeed

The Citroen DS4 - Can It Deliver?

So... another Citroën driven, another day to realize what on earth the French have planned for us in the DS range. This time round, I shall attempt to contribute my experience with the 6-Speed Manual DS4 200 THP .

A brand whose spirit lies deep within providing optimal comfort in the past, now trying its best to excite the keen modern driver using unorthodox methods for the present and future. Will it even be feasible? I’ll dive straight into its driving characteristics to uncover this mystery.

I took a good five minutes to familiarize myself with the driving position, pedal placements and steering angle before setting off, because these elementary adjustments can make or break one’s driving experience. Clutch in, first gear, the journey begins.

Initial impressions were not really positive. Let’s be honest here. The light clutch movement was never enough to stimulate petrolheads’ desire for more pedal feel, and the long gear throws can never match the incisive action of short shifters in more sports-oriented vehicles. But remember, that this French hatch was never intended to be as hardcore as the Clio Cup. Basing on ease of use, it ticks all the right boxes. But throw driving excitement into the picture and perspectives start to get distorted. Now, she has to rely on other trickery in her French arsenal to keep drivers smiling for a lengthier period. Can the wounded deliver?

The first “trick” that caught my attention was the steering feel. It was way heftier than the DS3, and the electric assistance seems less intrusive. A sharp turn into a gradual corner confirms its direct feel and uninterrupted technological intervention. Now the chassis has to keep up with the directness of the steering, which might pose a problem due to it having to lug around its 1496kg bulk. Truth be told, it only felt a tad heavier than the DS3 although its 200+kg weight deficit spelt otherwise. The 4 feels light on its feet and very eager to alter its bearings in a calm manner. Credit goes to the rather pricey 18” Michelin Pilot Sport 3 rubbers that helps to maintain that sizable advantage, ahead of most OEM tire fitments, when being stressed to its limits.

Wafting along in fourth feels sedate, poised and very pleasing. I dropped a gear when an opportunity struck, attempting to unleash at least most of its 200 BHP by fixating my target on the 6800rpm redline. Having Twinscrolls to reduce the turbo lag certainly aids in reducing the inertia of that clockwise rev needle motion. Response is reasonably sharp, but comparing it with the instantaneous feedback of NA motors would be stretching boundaries. It’s no doubt that response is keen for a forced induced engine block. I wasn’t left disappointed on the vocal front. Rorty 4 cylinder notes accompanied by feint induction whistles sounded surprisingly sporty and energetic for an artificially enhanced configuration, way surpassing my expectations. Those addictive tones even made me keep my revs hovering in the approximate 3000 RPM power band for the rest of the drive, to have that soundtrack replayed at my command!

Now back to the same old question that concludes most of my reflections. Can the DS4 deliver driving pleasure? The drivetrain that lacks that sporty touch leaves much to be desired, but ample positives can be taken away from its weighty steering, reasonably taut chassis and sonorous exhaust note. Ignore the French badge, which has been labeled with stereotypes relating to driving tranquility for far too long, because the DS4 has broken this tradition along with the DS3. Well done, Citroën. Now, let’s wait and see what further steps you take to improve on this commendable effort.

Henry Ford's Getaway

In this entry, I'll feature our rented car for a day in Las Vegas during my trip in December 2011. It hails from the Far West and its nationalist nature sends hatred down rivals’ spine. (Oh Really?) Seen here with the seal of approval, I present to you the Pride of America, none other than the venerable Ford Mustang. Does it pack as much punch as it looks?

This Fifth Generation stallion was manufactured in the AutoAlliance International plant in Michigan. It’s trademark bulbous hood and sharp nose blend in seamlessly with the stunning backdrop of the Mojave Desert.

The model in question carries a 4-liter cast iron V6 lump that churns out 210bhp, a figure that doesn’t sound like much in performance car terms today. It needs to be revved hard till at least 4000rpm to keep it in the power band, to really feel the bulletproof V6 churning to feed its hardworking rear tyres. When mated to the 5-speed torque converter automatic gearbox, purists will lament its low driver engagement level, but it still holds up respectably well for Vegas’ treacherous desert straights of Mojave for most parts of the year. That said, the craving to have another go in a Mustang with this engine configuration in the near future - is close to zilch.

It came with plenty of aftermarket modifications. Handling mods to increase its structural rigidity include a rear sway bar and strut bar. Performance enhancements, including the American branded “Pypes” muffler and humongous AFE open pod air intake, were fitted to aid in much needed higher-end freeway spurts. All show and no go? Sadly in this instance, this phrase is rather appropriate.

Although winter months provide the perfect temperature for speedy runs, I was left stranded with the car on uphill climbs, struggling for torque even though the weather was perfect for optimal performance. 325nm just ain’t sufficient to hurl it’s hefty 1523kg bulk up twisties that demand supreme chassis balance and raw low end torque.

Although it’s RWD drivetrain could possibly prove tricky on tarmac engulfed by icy layers, the Mustang’s convincing traction was sufficient to instill confidence in the driver. The Ford is seen here being dismounted on Mt Charleston peak, the highest spring mountain in Southern Nevada, 56km Northwest of Las Vegas.

Appeal for muscle cars never seem to wither in the American market. With the Camaro SS by Chevrolet and Dodge’s Challenger constantly vying for the top of the podium, the Mustang still holds strong and true to its ethos, garnering more fans as the years progress. As the saying goes, the older you get, the wiser and more attractive you’ll be, and the Mustang definitely fits the bill - in the American context to be exact! Would I want one? I'm sorry folks - I'll wait for the next better player.

NA = Not Applicable? Not always.

The past month has been rather exciting as far as car testing is concerned. Having come to a firm conclusion that I’ll never derive as much pleasure driving a car with an automatic gearbox (DSG included), I’ve managed to focus my attention to analyzing engines and the way they deliver their performance. Two kinds of output come straight to mind. Forced induction (turbo to be exact) and naturally aspirated engines. Time to dissect them both.

Some might argue that if you want the pure thrill of being pinned back to your seat, look no further than forced induction to settle this urge for you. Yes, it will produce more torque from a small displacement, and the turbo lag helps in a way to create that “pause” and suspense. But do you really enjoy it all the time?

It’s time to draw a comparison. I have to admit that 90% of my mileage over my driving years has been clocked with turbo cars, and I have little experience handling NA machines. Being able to try a couple of NA cars guided my train of thought to focus on the wonders of naturally aspirated engines, regardless of the performance output.

Clocking 500 miles in the C63 AMG in Southern California partially changed my narrowed perspective of NA powerplants. It’s not the best car start with, since I was trying my best during the drive to siphon that distracting and addictive V8 symphony out of my mind, to comprehend how responsive that hand built Vee can be. It’s like studying with trance blasting out from your headphones. 600nm of torque didn’t help either. It’s a self-guided bullet train with gadgets perfected by German scientists. The AMG was oozing with absurd pace, but it didn’t manage to educate me with the basis of NA enjoyment, no matter how attentive a student I was.

I needed an instructor to provide me with more engagement. The Kia Koup with a 6 speed manual gearbox was perfect. 450nm of torque deficit wasn’t part of the syllabus. Crafting my own line in one of the tightest roads in Singapore needed a car with instant response, and it’s almost technically and physically impossible for forced induction to be considered, even with twinscrolls. (Unless we pop in a compound system form the Lancia Delta S4?) A simple tap on the accelerator out of any corner in this Koup was fuss free, with the eager motor replying to any of my information thrown at it. This is the car that can provide instant satisfaction, due to its high revving nature of the engine, and reliable self serviced gearbox. This Korean wasn’t even close to sprinting, but I hopped out of it confidently with a more knowledgeable driving brain.

Then came the revered machinery from Japan Land. Analyzing an F22C and two K20A within a span of 5 days helped me to indulge in uninterrupted NA goodness. 5 minutes in the Civic Type R was more than enough to help me dive into the nucleus of Honda’s core attributes. It was all about that springy needle on the tacho, shoving clockwise with absolute ease. It’s a sin not to mention vTec with Honda, and I could understand why after experiencing a 2^nd gear pull in the FD2R. Think forced induction with no lag at 6000rpm. That’s vTec for you, and you’ll be ultra impressed once you get involved in it.

The AP2 S2000 Type S, with its F22C, was way more linear in its delivery and to be honest, I couldn’t really feel the vTec kicking in. This engine aces in power delivery right from the moment you depress the throttle. It was never made to provide spurts of power, and its flat torque is laughable based on today’s towering numerics, caused by none other than forced induction performance. Try it if possible, and pay attention to how the engine responds to you. It’s razor sharp, way sharper than the C63 AMG. It’s as though the engine management system bypasses your limbs and sync wirelessly to your brain, whenever you want to make an attempt to rev it with any amount of pressure. This is how I derive driving pleasure.

You might realize that I didn’t put any emphasis on forced induction. This imbalance stems from the fact that NA will be more enjoyable than turbo most of the time. My opinion will definitely be met with plenty of doubts, and I will understand as I had been in this mindset for years. The past month changed my perception. Try some NA machines. It might change yours too.

The Honda Civic Type R (FD2R)

Before I commence, I would like to comment that I grew up with Civics, as my Dad was a loyal supporter of Hondas from the very day I was born. So this encounter with an FD2R holds something extremely special for me.

The 15-minute joy ride in this 4 door JDM Civic Type R came as an impromptu surprise. Just a Whatsapp message and I’m standing within touching distance 20 minutes later, in front of one of the cars that has been bugging me for months, in a good way of course. Then I was handled the key to have a go in it for 3 minutes. Did it level up to my anticipation? Nothing beats a hands-on feel and I’m glad to share them with you.

Once settled into the OEM bucket seats, two items that you notice in front of you are a huge digital tachometer and a needle underneath it that has the ability to sweep clockwise right till the magical 9000 redline, around the Type R insignia. Plain, simple, straight to the point. That’s how I like it. It’s an occasion, a point in time where you wonder what’s in store for you with just a simple prod of the right pedal.

 

I revved it to 2500rpm, awakening the Toda Racing muffler in humble fashion. It didn’t sound enough to tickle the senses, until I mention that my foot was just twitching on the pedal. In stepped my left foot to depress the mightily heavy aftermarket clutch that produces a clicking sound with every downward action. It was extremely challenging to modulate, even with my attempt to feather the pedal with supreme grace. From then on, I know that this is the car that knows how to excite, build up to occasions and satisfy purists. It didn’t disappoint.

The 1 Series M Coupe, as mentioned in my previous post a couple of months back, thought me that the usage of a stick shift brings back the fundamental joy of driving. This Type R is beginning to relive that moment, and yes, it raises the bar with its pin sharp throttle response, all thanks to its venerable 2 liters of naturally aspirated bulletproof machinery, that churns out power in a blink of an eye. You could feel it respond to your senses with any clutch or accelerator movement, and this is what the Type R has always been about.

That’s before I touch on the chassis that talks and communicate with you, however cliché it may sound. It challenges you to push it through tight corners, and never hold back because you know that it can handle turns with gusto due to the all-important Limited Slip Differential. (Did I mention that the turning radius is huge for a FWD due to the LSD?) Don’t neglect the capable OEM suspension that act like anchors, pinning all fours down like huge immovable boulders not wanting to drift. It’s that grippy and stable, and hugely impressive for a FF configuration.

 

It sounds ridiculous comparing the 1 Series M Coupe with the FD2R, but that is how highly I rate the Type R. It might be severely down on outright performance, but soon enough you’ll realize that performance numbers has no association with driving sensation whatsoever, and the FD2R is a classic example. 220bhp vs 345bhp? No way can it be as fun, you might wonder. Try it, ditch the stereotypes, and enjoy JDM brilliance. Honda’s brilliance to be exact.

I would like to thank Leroy, the owner, for letting me have a go in his car. =)

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.

Worthy of the GTI badge?

The Polo GTI has landed in Singapore. VCS has not made its presence felt yet, notably due to the 9 month waiting time! Apparently, according to my sales rep, VW has not produced enough to be sold in Singapore yet.

First impressions:

Exterior:

This hatch looks like the Golf GTI's smaller brother, without a doubt. The trademark honeycomb grill and red trims sets it apart from the base models. The sunroof is huge and spans half of the roofline, and this helps in adding a sportier touch. In fact, it looks similar to that of the Scirocco 2.0 tsi and even the R variant. The rear looks like a carbon copy of the base model, except for the twin exhaust tips and more angular rear valence. I'm not a fan of the tail lights though.. feel that it looks like a red dice.

Interior:

Mixed feelings were felt once we settled down inside the cockpit. Generous red stitchings can be seen on the steering wheel, gear lever and gear knob, but the central amenities area looks plain and unconvincing. We would definitely welcome a simple lid to cover those exposed bottle holders.

The seats are supportive and we love the alcantara bits which adds a sporty feel to this zippy little hatch. Seating position is spot on and every button is within the driver's reach. There's good driver visibility all round. The rear is very squeezy, but we can't fault VW in this area as its not meant to be a full fledged people carrier.

The Drive:

We were extremely excited for this test drive, more so when we are so familiar with the Golf GTI. We did not expect the driving experience to be similar to that of the larger hatch, but we know that it has to be on par with the Golf in terms of refinement since its a German marque after all.

The 7 speed DSG gearbox seem to be the natural choice for every new production VW nowadays, namely the facelifted Tiguan and Passat. I'm not a fan of the 7 speeder dry dual clutch, and owners of the newer VWs can attest to my view. This gearbox can aid in achieving excellent fuel economy especially when paired with the 1.4 litre tsi engine, but the juddering at low speeds both during down and upshifts will irk drivers during city driving. We could not sense any vibration in our test car, but time will tell whether the gearbox can last.

The twincharged 1.4 litre engine is extremely sprightly during low speeds and drivers will ease through traffic. Overtaking is effortless with just a simple prod on the throttle. There's very minimal lag mainly due to the supercharger doing its job before the turbo gains momentum.

Verdict:

It's fast and it does 6.9sec to the century sprint, but we do not feel a sense of involvement with the car. Is it due to the gearbox, or excessive use of force induction to extract the horses and torque out of this nippy Veedub?

Will you always have the urge to take a detour just to enjoy this car for a tad longer?

Yes.

Is it worthy of the GTI badge?

Its a really tough decision, but I'm swaying more towards the negative side.