Here’s one for the bucket list. Driving across Africa in a rally-spec Porsche 911. To do this previously, you might have needed to be named Walter Röhrl or be funded by a tobacco giant, or even both…

Fortunately, such an adventure is now possible for us mere mortals to experience first-hand. Thanks to operators such as KALMAR Beyond Adventure, you could have a unique opportunity to drive over 5,500km through the desert, savanna, mountains and grasslands, passing through five African countries, behind the wheel of a rally Porsche.

Set to be held from 1-19 June 2025, the Trans-Africa 2025 adventure offers its guests a unique 19-day guided trip through five countries, including Angola, that will push the boundaries of both automotive and human exploration and endurance, by day balanced with immersive experiences and the finest accommodation available by night.

Porsche Safari Experience

Limited to no more than 14 participants per group, the event promises to be a once-in-a-lifetime experience.

Naturally, it doesn’t cheap with packages starting at EUR 66,900 (SGD 97,606). While this might sound like a princely sum for a 19-day vacation, the work that has gone into the cars on offer certainly puts things into perspective. 

Guests can choose from specially prepared Porsches, either modern or classic, sports cars or SUVs, outfitted by KALMAR Beyond Adventure.

The Porsche 911s include the air-cooled, RS-R G-Series, 964/993-based KALMAR RS and the water-cooled 996-based KALMAR RS-6 – its newest creation.

Alongside sits the KALMAR RS-C, based on a 987-generation Porsche Cayman, while the KALMAR CS and KALMAR CS-R are created from variants of the Porsche Cayenne. It’s even possible to swap cars mid-route to experience all the vehicle types during the event.

Each car boasts a robust specification with roll-cage, sports seats, raised suspension with rally-specification shock absorbers, full under-body protection and rugged off-road tyres. Other Safari-spec essentials include spare wheels and fuel cans to complete the Safari look.

Alternatively, owners can bring their own Porsche safari-specification car. Or for considerably extra, customers can commission the company to build them a bespoke rally Porsche for keeps. Possibly, the ultimate souvenir.

For every trip, service and medical crews carry essential parts and equipment to enable participants to focus on the experience.

Accommodations you can look forward to

KALMAR Beyond Adventure promises the chance to completely unwind each night. Rest is assured by superb accommodation, with participants staying in Africa’s finest lodges and villas.

Guests will also have the chance to visit sites such as Victoria Falls, local markets and game reserves. Far from the tourist routes, they will also savour delicious local cuisine and unpolluted views of the night’s cosmic sky.

The tour organizer and company’s founder, Jan Kalmar, is a self-described Danish petrolhead, racer and adventurer whose CV includes managing several Le Mans teams.

He also names nine-time Le Mans winner Tom Kristensen as a business partner in his parent company, KALMAR Automotive. 

KALMAR is known for organizing driving holidays that are quite literally off the beaten track. It is also organising similar driving expeditions to Morocco, Namibia, the Alps, the Himalayas, Australia, and possibly more. 

To book a place and get more information, click here. 

Photo Credits: KALMAR Beyond Adventure

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Just like that, a new icon appears on the screens of vehicles equipped with the next-generation ERP 2.0 On-Board Units (OBU) across Singapore that addresses one of the most common complaints about the controversial new device that will be fitted into all new cars registered from May 1 onwards.

The latest update sees a new icon that enables the driver to disable the Cashcard remotely instead of having to awkwardly reach over to remove it in situations such as using a complimentary parking coupon to exit a car park, for example. Upon exiting, simply press the icon once more and the Cashcard is active once again.

AutoApp tested this feature in a Lexus ES 250 that was fitted with an OBU. For some reason, the card reader has to be located right under the dashboard on the front passenger side instead of the central tunnel as tested in the previous article.

This makes it impossible for this 1.8-metre-tall driver to physically remove the Cashcard without having to lie across the centre console. The remote button solution addresses one of the most common complaints from the public about the functionality of the new OBU.

OBU card reader installation options

Another move in response to public feedback is the option to mount the OBU card reader in two more possible locations on the driver’s side as well. These include installing the card reader beneath the driver’s seat or beneath the dashboard on the driver’s side.

In the interest of safety, installation on the driver’s side, however, requires additional screws that are drilled into the dashboard to ensure that the card does not accidentally fall onto the driver’s feet while the vehicle is being driven. The other criteria is that the car reader installation locations must not interfere with the adjustment range of the driver’s seat.

So, this new Card Payment button should go some way to alleviate the installation dilemmas that many car owners are facing.

The OBU is capable of receiving Over-The-Air updates

The addition of the new Card Payment button also shows that the new OBUs are able to automatically receive Over-The-Air (OTA) updates to install new functionalities. AutoApp understands that in time, more new features will be introduced.

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Ready or not, like it or not, your next car will come fitted with this thing we’re testing today; the ERP 2.0 On-Board Unit (OBU). The gantry-based ERP system has been around for 25 years and these gantries are set to be replaced by a new Global Navigation Satellite System that will simply be known as ERP 2.0.

For ERP 2.0 to work, vehicles must be fitted with compatible OBUs. This is a three-piece system that replaces the previous one-piece In-vehicle Unit (IU).

Recently, we had a chance to test the new OBU to find out what the future of driving around Singapore will feel like with this new contraption. Public reaction has been controversial, to say the least, and we wanted to see for ourselves if the reaction is justified or unfounded. 

OBU installation and setup

The OBU we tested was fitted to a Toyota RAV4 hybrid sports edition. Installation was said to take less than two hours, but we were unable to verify this as servicing was also combined with this appointment. 

At first glance, the installation appeared to be neat with a minimum of wires visible. Although the display screen is optional.

Instead, the vehicle owner can opt to have the cashcard balance and other ERP 2.0-related information shown via a smartphone app. So, drivers who are used to mounting their smartphones where the OBU display is located can continue to do so.

Another good reason to go the smartphone app route is that the OBU touchscreen was found to be somewhat glitchy – it was slow to react to inputs at times and would freeze if you tried to navigate too quickly between screens. 

The display graphics and User Interface (UI) feel not unlike that of the early generation “Papa-Go”-type of GPS navigation devices that appeared before the dawn of Google Maps and Waze. 

OBU test drive

The OBU touchscreen display is about the size of an iPhone 15, which diagonally measures about 6.1 inches or 15.5cm in today’s money. This means that the display is certainly sizeable and impossible to miss. 

In addition to the Cashcard balance displayed at the top left corner, the default setting displays the time in a big and bold font, underscored with the day and date.

Within a few minutes of driving, this writer found the display to be distracting and thankfully, the date and time display can be turned off. In any case, the Cashcard balance amount will always be shown in the top left corner. 

The screen brightness can also be adjusted via the touchscreen and thankfully, so can the volume of the sound output that comes out of the Cashcard reader mounted on the front passenger’s side of the transmission tunnel near the footwell. It’s a very strange and inconvenient location to install this unit. 

For starters, the card reader is out of the driver’s sight, so he or she would have to fumble around to find the said item and retrieve or insert the cashcard purely by feel. Naturally, the driver’s eyes are fully off the road at this point so changing Cashcards on the move is a big no-no. 

Speaking of no-nos, one can imagine the high jinks that would ensue with dodgy drivers using the “I was reaching for my Cashcard” routine as the driver’s left hand would be in precarious proximity to the front passenger’s legs!

In a car such as the Toyota RAV4, my 1.8-metre frame can just about reach the Cashcard reader. In larger vehicles such as the Toyota Vellfire for example, this would be an impossibility and the driver would have to walk over to the other side of the car to insert a cashcard.

This would be problematic in situations where one might need to remove their Cashcards to utilise complimentary parking tickets for example. After exiting the car park, the driver would have to stop the vehicle, get out and insert the Cashcard, not so easy if you have just driven out of Ion Orchard for example… (Update: As of April 19 2024, ERP 2.0 OBUs now feature a button to remotely disable the Cashcard without needing to remove it. Read the full article here.)

I’m not sure if the ERP 2.0 OBU was designed with an ageing population in mind, but not only does the display flash “ERP $1.50 Deducted from Card” in a font size even Mr Magoo can see without his glasses, the default volume of the speaker in the cashcard reader is so loud and shrill, canine passengers might start howling uncontrollably whenever there’s a Cashcard deduction.

Quite why it needs to be so intrusively loud is beyond me. 

Some OBU features are useful

It’s not all bad news for the ERP 2.0 OBU. There are some handy features to be found. For one thing, the Global Navigation Satellite System is freakishly accurate when it comes to recognizing that you’ve just turned into a street when the bus lane timing is in effect.

For obvious reasons, I didn’t further test the accuracy by actually driving onto the bus lane to see if it could tell I was committing an offence. 

No longer will there be a need to search for Autoapp.sg’s bus lane timings page to find out if and when they can drive on the leftmost yellow lane.

The OBU also warns the driver to reduce speed when a school zone is in effect as well as when approaching speed cameras nearby. Tellingly, there’s an Apps menu which is blank for now, but it points other possibilities that we may see in the future.

On the whole, there’s nothing the ERP 2.0 OBU can do that a well-designed smartphone app can’t do. It may have been less complicated to issue a pre-loaded smartphone to every motorist and that device could also have a built-in dash cam feature added for good measure.

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So at last, Lexus makes a fashionably late entrance to the Cat A COE party of premium SUVs. BMW and Mercedes-Benz got here some time ago. The question is, has the Japanese luxury brand timed its arrival to perfection, or are the guests starting to make their excuses and head somewhere else?

The cooling of COE premiums might suggest this, but it might be too early to tell. In any case, the barrier to entry is an engine output of less than 1,600cc and 130hp. 

Like some of its German friends, Lexus has had to trim the output from its 3-cylinder 1.5-litre hybrid unit by around 5hp so it can be sold with a Cat A COE, which allows the brand to access a customer base that Audi, BMW, and Mercedes-Benz, have been selling to in droves last year.

LBX hybrid theory

Nonetheless, the Lexus LBX’s party trick is that it eschews the turbocharging route of its German competitors in favour of a petrol-electric hybrid drivetrain. This adds an interesting dimension to the driving experience. The proverbial zig, when the others zag.

Adopting a hybrid drivetrain may well find buyers who are flirting with the idea of electrified driving but aren’t ready to fully commit yet. At least from a dollars and cents perspective, the savings in fuel costs of running a petrol-electric hybrid work out to be roughly the same as an Electric Vehicle if it is solely charged from public charging points.

The additional benefit of a hybrid is that you can refuel anywhere there are petrol stations and do it in a fraction of the time it takes for an EV to fully charge its depleted battery.

Driving impressions

It is no secret that the Lexus LBX shares its drivetrain and much of its underpinnings with the Toyota Yaris Cross hybrid. However, you would be sorely mistaken in assuming that the LBX is merely a rebadged version of the compact crossover.

Having driven both cars, this writer can confidently report that the difference is worlds apart. None of the noise and vibrations of the Yaris Cross are apparent in the LBX. It feels like Lexus put all their know-how into the LBX’s suspension tuning, as well as noise and vibration suppression to make it feel altogether more grown up.  

As a result, the Baby Lexus manages to impart the iconic smoothness and quietness that its bigger siblings are known for. Up to a point. 

In moments where full-throttle applications were required, the LBX betrays its calm demeanour with enough gruffness to remind its driver that it’s not in its element. Happily, such occasions are extremely rare in the context of Singapore roads. It is in the city where this car shines. 

Thanks to its compact dimensions, the LBX fits into even the tightest of parking spaces. The model tested the brand’s Advanced Park system which uses an array of cameras and ultrasonic sensors to provide a virtual overhead view whenever Reverse is engaged. Additionally, the driver could also leave it to the automatic park function for parallel, or reverse parking.

Pleasure craft

While entry models typically feel like cut-price versions of their flagships, the LBX comes across as a concentration of the larger and more, luxe Lexus models such as the full-electric RZ 450e and hybrid-powered RX 350h.

Pretty much every highlight of the larger models can be found in the LBX, down to the sumptuous leather and microfibre seats, interior panels, and the 10.25-inch infotainment touchscreen that features wireless Apple CarPlay and Android Auto connectivity. The placement of the singular cupholder however could be a challenge for those who use Plus or Pro Max-sized smartphones larger than 6.1-inches. As it is, my iPhone 15 Pro on the wireless charger butts right up against a cup when placed in the said holder. 

Just as well then, that the LBX features no less than five USB-C sockets throughout its cabin.

LBX vs The Competition

The LBX has its work cut out in finding its place in the market. On one hand, there are mainstream hybrid models from Hyundai and Kia that are more accessible but they can’t quite match the level of refinement, quality, and snob appeal of the Lexus. 

EV offerings from BYD and ORA give much pause for thought with their combination of value and sophistication. However, switching to electric, cold turkey and the question of depreciation presents too many unknowns at this point. 

Then you have the MINI Clubman. It may not have the frugality of the LBX hybrid system, but its design and brand identity mean that none of it matters. Its customers want one simply because it’s a MINI and nothing else will do.

This leaves us with the Big Three from Germany (G3); Audi, BMW, and Mercedes-Benz. As Lexus has done with the LBX, the G3 have adapted their models to qualify for a Cat A COE and the gamble has paid off. 

The record-high COE prices last year made for the perfect storm of buyers from both ends of the market. One group sees value in upgrading to an entry-level luxury car, while those priced out of Cat B also look to the Cat A premium segment as the next best alternative. 

The sheer numbers of BMW X1 sDrive16i that can be seen on the road, for example, attest to this. It is also complete enough to be judged 2024 AutoApp Car Of The Year by my colleagues and I. 

The Mercedes-Benz GLA 180 isn’t too far off either. Technically, the Audi Q3 doesn’t play in the same Cat A ballpark, but the A3 hatchback and forthcoming Q2 will.

Looking at the chart below, the Lexus LBX offers an appreciable amount of savings both up-front as well as throughout ownership when you’re paying at the pumps. It’s only the comparative lack of rear legroom and luggage space that means BMW and Mercedes-Benz won’t be losing any sleep over the LBX as a family car. 

However, the LBX offers an entirely different experience thanks to its hybrid drivetrain and cosy interior.

Like a business-class pod on wheels, it offers a more intimate sense of luxury. Like it’s made exclusively for you.

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!

At the Consumner Electronics Show (CES) 2024 in Las Vegas this month, Continental Automotive unveiled the world’s first near-transparent car infotainment display by Swarovski Crystal. This 10-inch premium automotive display is fully embedded in a clear crystal housing that opens up new possibilities to integrate minimalist styling with the latest features in luxury cars.

In recent years, car interiors have been dominated with large touchscreens, in some cases even, multiple screens that border on becoming dangerously distracting for drivers. The Crystal Center Display from Continental and Swarovski promises to remove this unsightly clutter and potentially bring up information when it’s needed at the appropriate time. Navigational prompts and timely messages are some such examples. For the rest of the time, the driver can better focus on the road without distractions.

Shy Tech infotainment

The Crystal Center Display is set to perfectly complement the “shy-tech” hidden controls systems showcased at last year’s CES by BMW.

Creating the illusion that the displayed content is floating freely in the crystal was no easy task. To achieve this, microLED displays with self-illuminating pixels that offer much greater brightness and superior contrast than what is currently available in the market.

“The Crystal Center Display is the result of a combination of production and process technologies which together with Continental we implemented into an innovative new design element – one that is as impressive visually as it is technically,” explained Peter Widmann, Senior Vice President B2B and Managing Director at Swarovski Mobility. He continued: “In this way, our crystal becomes much more than just an interior design element – users experience it as a key interaction interface in the vehicle.”

CES Award Nominee

In recognition of this innovation, the Continental Crystal Center Display was short-listed as a CES 2024 Innovation Award honoree in the category of “Vehicle Tech & Advanced Mobility.” The jury was impressed by the innovative and minimalist design combined with the technical features of the display.

Given that this is arguably the world’s premier consumer tech showcase of the year, such an accolade is high praise indeed.

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So you’re shopping for a car but don’t want to break the bank in doing so. The sensible thing to do would be to browse the myriad Korean or Japanese brands that represent reliability and affordability in equal measure. In some cases, even a modicum of style. 

However, with modest power outputs, and front-wheel drive layouts, the driving experience can feel, well, homogeneous. Truth be told, there’s precious little to set one model apart from the next in terms of how they feel like to drive. 

Kudos, then to brands like Subaru. Since 1972, the Japanese outfit has doggedly persisted with its maxim of perfecting all-wheel drive and horizontally oriented engines. This is all in the interest of the best stability and driving experience possible.  

So all-wheel drive gives the driver grip and horizontally-opposed ‘boxer’ engines lower the centre of gravity. Over the years, Subaru has built on this foundation by incorporating various technologies to enhance the safety and handling of its cars. 

Last week, regional distributor Motor Image held a dynamic showcase of its core safety and handling tech at an event it dubbed, the Subaru All Round Training session at the carpark of Singapore Expo at Changi. 

Passing the EyeSight test

In addition to Symmetrical All-Wheel Drive, Boxer engines and Subaru Global Platform chassis, the Japanese manufacturer also includes the camera-based driver assistance aid known as EyeSight among its four core technologies. These can be found in all its models on sale today.

First up was a Pre-Collision Braking exercise, a Subaru Crosstrek was on hand to demonstrate the latest iteration of EyeSight. To put the system to the test, a full-scale standee of a Forester SUV was placed at the end of a short, straight section of the Expo carpark. We were told to accelerate to 30km/h and not brake when we got up to the dummy target. 

True enough, the Crosstrek brought itself to a complete, albeit abrupt halt about 30cm from what would have the rear bumper of the vehicle in front. The EyeSight Pre-Collision Braking system is said to work up to 150km/h. Obviously, with higher speeds come longer braking distances and more deceleration stresses on the occupants. 

The reality of driving in the 21^st Century is that we are too easily distracted by our devices and occasionally even the functions of the cars themselves. In many modern cars, for example, the proliferation of touchscreens depends on drivers to take their eyes off the road to use them. Although this isn’t a problem in the Crosstrek as it has a healthy mix of intuitive tactile controls, I can think of many other cars that would benefit from a system like EyeSight that would make driving a lot safer. 

Subaru drivers can also take heart in knowing that their cars are fitted with a similar collision avoidance system that works in reverse. Known as Reverse Automatic Braking (RAB), the car is capable of automatically braking if it senses an obstacle that might impact the rear of the vehicle.

Gymkhana Workout

To experience the agility of the Subaru Forester, a gymkhana course was set up to simulate an urban parking scenario, where the driver had to pilot the SUV into a parking bay, then reverse into an adjacent space, followed by negotiating a roundabout – in reverse! 

Personally, I’ve never encountered such a situation in the real world. However, if I ever do, I would hope that the car I’m in has a backup camera as accurate as the one in the Forester. 

Taxi Driver

No driving showcase is complete without a few hot laps of taxi rides as a finale. In the case of Subaru All Round Training, it certainly did not disappoint. A pair of the latest Subaru WRX with manual gearboxes were used for a spirited session of “chase and run” piloted by pro drivers showing their passengers what these 2.4-litre turbocharged four-wheel drive cars are capable of. 

Rain, for many other brands, would have spelt disaster for such an event. In the case of Subaru however, the wet weather that day added another dimension to the occasion. The all-wheel drive performance vehicles simply took to the slick surface like proverbial ducks to water and never missed a beat. 

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Officially launched at the Singapore Motorshow 2024, which runs until Sunday, 14 January, MrChia.sg may just be the most convenient way to buy your next car.

Essentially a virtual version of the ‘Uncle’ everyone goes to for car advice, MrChia.sg turns car shopping into a pleasant experience by making it a breeze to find the perfect salesperson or product specialist.

For many, car shopping can be an onerous task. Information overload with jargon like ‘overtrade’, ‘depre(ciation)’, and the litany of acronyms like ARF, PARF, COE, VES, WLTP – the list goes on.

Instead, MrChia.sg cuts through the noise by connecting buyers with highly-rated sales consultants or product geniuses. These professionals are handpicked for their expertise, knowledge, and customer service excellence. It promises that its referees can look forward to a sales experience sans pressure tactics throughout their car-buying journey.

Connecting customers

“MrChia.sg is like a matchmaker. If you want to know more about your dream car, we’ll introduce you to your dream sales consultant,” says Ashley Koh, Managing Director of Lead Hive Pte Ltd, the startup behind MrChia.sg.

Although it is possible to explore MrChia.sg without signing up, you will however have to set up an account if you want to be connected to their preferred sales consultants that are grouped by brands list on the left column.

Let’s say you were looking into a brand-new Alfa Romeo. Click on the brand’s logo listed on the left. This opens up with links to the respective sales consultants. From there, you can start a virtual chat, and subsequently, you can arrange for test drives, showroom visits or simply get some good car advice.

Unlike most local automotive websites, MrChia.sg is styled more like a social, community-based channel. Those who sign up for an account can connect with other users in the community.

Protecting their users’ privacy is also a priority for MrChia.sg. Apparently, anyone can sign up to the platform without giving up their phone number, email address, or personal details. Just the thing for those who abhor spam (of the email variety), or simply don’t wan’t to be bombarded ads and marketing material.

Makes all the difference

According to Ms Koh, the idea for MrChia.sg came from her years of working in the car business and helping people navigate the car-buying process.

“I spent 12 years in the motor trade, doing marketing for various brands. Friends and family would always ask me to hold their hand a bit during their car shopping,” she says.

In her dealings, Ms Koh noticed that connecting customers with trusted sales consultants “would make all the difference”.

“I realised that a connection with the right person makes everything so much more pleasant. I want MrChia.sg to do the same for everyone. It’s about that personal touch, reimagined for the digital age.”

From car shopping with MrChia.sg to aftersales maintenance and repair with AutoApp, it seems that the entire car ownership experience can be done from anywhere in Singapore.

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!

Having driven various iterations of Elises and Exiges over the last 25 years or so, there was never any doubt about how wonderfully pure the driving experience was. However, it always seemed to be at the expense of comfort, practicality, convenience, and, crucially, quality. 

Every time I got into a Lotus, I loved how they drove, but always wished that they were just that bit easier to live with, or had air-conditioning that worked. Also, a few other creature comforts like Apple CarPlay and cup holders, for example, would be nice.

This brings us to the Lotus Emira tested here. Popularly referred to as the “Lotus without excuses”, it promises to be the most complete sports car the British manufacturer has made yet. 

By the time I got to drive my first Lotus around 1999, it was the Elise Mk1. By this time, Lotus had entered a very different era. It had become so focused on lightness and handling that the sexiness and glamour of iconic models such as the Esprit was put on the back burner.

The Emira however, is set to bring sexy back to Lotus. Painted in a two-tone colour scheme of Magma Red and Black, you’d be forgiven for mistaking it for a Ferrari. Many did during the few days that I had the car.

It certainly turns heads in a way that I haven’t seen in a car for quite some time.  

The Emira’s interior doesn’t disappoint either. Gone are the bare aluminium interiors of the Elise and Exige. In the latest Lotus, every surface is covered in leather or carpet. There are also proper cupholders, a generously sized infotainment touchscreen and electrically adjustable seats with memory. 

Importantly, getting into the Emira no longer requires the dexterity of a contortionist like the Exige demanded. The sills are now lower than the seat bolsters. Yet, from the outside, the Emira cuts a low-slung silhouette expected of a supercar. 

The Emira may have the presence and poise of a proper supercar, but happily, it doesn’t come at the expense of outward visibility that afflicts many such cars. The driver gets a good view of the road ahead and even the sides, thanks to a window line that swoops downward towards the wing mirrors.

This makes it easy to sight apexes and inspires confidence in placing the car exactly where the driver intends it to be. In town, it also makes parking a cinch. 

It wouldn’t be a Lotus, however, without some quirks. The placement of the parking brake switch, for example, feels odd when you’re driving the manual gearbox version as was the case here. It’s over on the lower right side near the door. This means getting used to an unintuitive action of shifting into first gear with your left hand, and then using your right to release the parking brake before moving off.

So at some point, one hand lets go of the steering wheel while the other takes over. Feels a bit like learning to do that hand clapping thing when singing Edelweiss around a campfire…

The location of the parking brake switch happens to be the same as that in Mercedes-Benz cars. This is fine because now they’re all autos anyway. So I suspect that the Emira, sharing the same switch location has something to do with the 360hp 2.0-litre turbo models being fitted with the M139 Mercedes-AMG unit that can be found in the A 45 models. 

Another ‘Lotus’ oddity is that it has keyless ignition. You still have to fish the key fob from your pocket or bag to work the door locks, but no need when starting the engine.

If you want to drive a manual Emira, then it only comes with a 400hp 3.5-litre V6 supercharged unit built by Toyota. An auto version powered by this engine is also available for $11,000 more for a six-speed automatic with shift paddles.

But I mean, who wouldn’t want to row your own gears, right? That’s entirely the fun of it.

Driving impressions

The Lotus Emira may be more civilised, but it hasn’t gone soft. The bolt-action gear shift feel is still there, with a ringside view of its linkage visible to its occupants. Look through the rearview mirror, and the driver will spy the throttle actuator working in unison whenever the accelerator is blipped.

Pulling away from low speeds reveals a rather truck-like clatter which can be unflattering but power through the gears and the sound of the V6 starts to sing with a distinctive supercharger whine supported by the baritone of the V6 through its exhaust. 

The real highlight here, however, is its ride and handling. This, after all, is a Lotus and once again it shows the world how to make a car that can care up your favourite corners without shaking your fillings loose. 

It has a relatively long-travel suspension set-up for a sports car and a front-rear weight distribution of 38:62. This rear-biased setup actually resembles that of a Porsche 911 (40:60) rather than its most direct competitor, the 719 Cayman GTS 4.0 which features 45:55, in case you were wondering.

The Emira’s rear-biased setup affords it fluency with the way it changes directions with hardly any understeer to speak of. Another ace up its sleeve is that the Lotus still employs a hydraulic steering rack while its German rivals have gone electric. The result is a more organic steering feel. 

When you have such a finely tuned driving tool, the most minor details start to become apparent. In this case, Lotus should have paid more attention to the design of the steering wheel. The delicacy of the steering feel is sullied somewhat by a misshapen rim that’s too fat and the multi-function spokes too wide for even this writer’s large hands to wrap around. 

Porsche currently has the best steering wheel in the business. Just try to hold the standard, thinner-rimmed one – and you’ll know what I’m on about. That is the steering wheel the Emira – or just about any car, really – needs.

The Emira can be ordered with either a Tour or Sport suspension setup. The car tested here wore a Tour suspension setup, which makes the car comfortable enough to be a daily driver proposition. Sport is supposed to be a more track-focused setup and the customer can specify Michelin Sport Cup 2 tyres as well.

That said, this writer found absolutely nothing lacking with the superb Goodyear F1 Sport rubber and Tour chassis combo on the test car. For that matter, the drive mode selector didn’t seem to improve the experience with the manual gearbox. For 99 per cent of the drive, leaving it alone in the default tour mode was satisfying enough. 

Reasons to get one

For those of a certain age, Lotus is a brand that holds a special place in the hearts and minds of a generation of car enthusiasts. For this writer, mind-blowing moments that introduced me to the brand started with James Bond’s Esprit transforming into a submarine in The Spy Who Loved Me, then Aryton Senna’s first F1 win at the rain-soaked Portuguese Grand Prix in 1985. 

A few years later, this young man’s loins were stirred when a silver Lotus Esprit was skillfully driven by Julia Roberts in the opening scenes of Pretty Woman. Then again, this time by Sharon Stone in Basic Instinct…

More than any recent Lotus, the Emira looks and feels more like a spiritual successor of the iconic Esprit. Along with the fact that this is said to be the last ICE sports car from the hallowed brand, it’s easy to see why the order books are filled for the next 3 years in the UK. 

At current COE prices, the Lotus Emira costs the best part of $700k in Singapore. While this might be an outrageous amount of money for most of us, the next closest thing to offer this combination of a ride-handling balance of this calibre would be a $2 million supercar like the McLaren 720S. 

That cliché that Lotus stands for Lots Of Trouble Usually Serious casts a long shadow. This would weigh on my mind if I were to order an Emira. The infotainment screen going dark towards the end of my three-day affair with the car started to remind me of this. 

Then again, the combination of a Toyota V6 with a manual gearbox would suggest a more robust package than the highly-strung Mercedes-AMG 2.0-litre turbo unit with a multi-clutch automated gearbox, especially in our tropical heat. 

The Emira however, just might seduce you to live on the edge…

Technical Specifications

Engine: 3,456cc V6 supercharged, rear-mid mounted
Power: 400hp @ 6,800rpm
Torque: 420Nm @ 3,500rpm
Gearbox: 6-speed manual, RWD
0-100kmh: 4.3 seconds (claimed)
Top speed: 290kmh (claimed)
Base price: $548,800 before COE

Photo Credits: Sean Loo (@auto.driven)

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In today’s fast-paced coroporate world, Chief Executive Officers (CEOs) tend not to hang around for very long. So, it is remarkable when one has managed to helm a company such as Rolls-Royce as long as Torsten Müller has.

Mr Müller, 63 is set to retire at the end of November after 14 years as Chief Executive Officer of Rolls-Royce Motor Cars. Since joining the company as CEO in 2010, he has overseen the development and launch of entirely new model lines including the fully electric Spectre, the brand’s first-ever SUV, the Cullinan, as well as the Wraith coupé, and the Dawn convertible.

These new models have brought Rolls-Royce into the 21st Century relevance and created new interpretations of ultra-lux motoring. Torsten also launched Black Badge, the edgier, more subversive Rolls-Royce alter-ego, conceived and launched – a bold venture that has broadened the brand’s appeal significantly. Under the German’s leadership, the average age of Rolls-Royce customers has reduced significantly from 56 to just 43.

Commenting on his retirement, Torsten said, “Leading Rolls-Royce for almost 14 years has been the greatest privilege and pleasure of my professional life. To have grown the company and its world-class people to the position it is in today, at the pinnacle of the luxury industry, has been a remarkable adventure. I am proud of the role my exceptional team and I have played in contributing significantly to the UK economy and to the global recognition of Britain’s ability to produce the world’s best luxury products.”

Along with the new model lines, Torsten also rejuvenated the brand by embracing new technologies such as the Whispers app – a digital members’ club reserved for those who own a Goodwood-era Rolls-Royce. 

Torsten said, “Whether in person or virtually on Whispers, spending so much time with our clients – the inspirational people upon whom the marque is built – has been one of my greatest joys and a true education, giving me a clear, unique and finely attuned understanding of how luxury is defined around the world.”

Rolls-Royce Motor Cars has been part of BMW Group since 2003 marking a new era for the brand. Oliver Zipse, BMW Group Chief Executive, said, “Rolls-Royce Motor Cars is a jewel in the crown of our organisation. Torsten’s outstanding leadership, unswerving commitment, clear vision and exceptional ability to build a strong, focused team have helped make Rolls-Royce the world-class luxury brand it is today. We wish him the very best for his future endeavours.”

On 30 November, Torsten will be replaced by Chris Brownridge, currently CEO of BMW UK, a position he has held since 2021.

Commenting on his appointment, Oliver Zipse said, “Chris Brownridge is a hugely experienced professional with a tremendous track record – I am sure he will build on Rolls-Royce’s success and guide Rolls-Royce Motor Cars onwards into its all-electric future.”

Chris, a sales and marketing expert, spent almost 30 years with the BMW Group, starting as a graduate in 1995. Prior to his current position of CEO, Chris has been a member of the UK Board in various roles since 2011, including Sales Director BMW UK, BMW UK Marketing and MINI Regional Director for UK and Ireland. 

Chris said, “I’m both honoured and humbled by my new appointment. To be invited to lead this great British brand, at such a pivotal moment in its long and remarkable story, is an extraordinary privilege. Rolls-Royce is one of the world’s most recognised, desirable and influential brands, and I’m keenly aware of the enormous affection and esteem in which it’s held. It’s a tribute to its magnificent products, the close relationships it maintains with its clients and, above all, to the exceptional team I’m about to join. I’m also conscious of the incredible heritage of which we are the proud custodians, and that everything we do builds on and adds to that unique legacy.”

Torsten’s legacy at Rolls-Royce Motor Cars is already being compared to being as significant as the contributions of Claude Johnson, the company’s first Managing Director who famously described himself as the “hyphen in Rolls-Royce”.

This was not unfoudned as it was Claude who is credited as the one who literally connected Charles Rolls with Henry Royce, leading the pair to found the iconic brand.

Torsten will leave Rolls-Royce Motor Cars in a stronger position than when he arrived. In 2010, Rolls-Royce produced just two model lines, the Phantom and the Ghost. Today, he has transformed the brand into a true luxury powerhouse that contributes over half a billion pounds (SGD 834million) a year to the British economy. It is also one of the largest employers in West Sussex: the exceptional team working at the Home of Rolls-Royce at Goodwood has grown from around 300 to more than 2,500, with over 50 nationalities represented.  

Further commenting on today’s announcement, Torsten said, “I believe the company is ready to embrace the future with all its opportunities. We have recently submitted our plans to extend our Goodwood site significantly in order to accommodate not only further electric production, but also to fulfil demand for even more Bespoke and Coachbuild products. These areas of our business truly set us apart, and I am exceptionally proud of them. 

As I leave Rolls-Royce Motor Cars, I look forward to the opportunity for new professional challenges, as well as having a little more time to visit the world’s great fly-fishing rivers! I wish Chris Brownridge the very best as he takes the helm of this wonderful marque. The team we have built over the last 14 years includes some of the most talented, dedicated and innovative minds in the luxury and automotive industries. I’m confident that, together, they will add further remarkable chapters to the extraordinary story of a company like no other in the world.”

For more Rolls-Royce content, checkout the Phantom Inspired by Cinque Terre here.

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Another COE bidding round, another record high. There seems to be no sign of Certificate Of Entitlement (COE) prices letting up. Even when the Land Transport Authority (LTA) increased the quota by 1,025 cars, it did little to curb the upward trend. 

Yesterday, COE premiums soared to $137,000 for the Cat E COE (which can be used to register any type of vehicle). Category A (which is used for cars with engines lesser than 1,600cc and 130hp and EVs with 150hp or less) closed at $101,000. Cat B COEs (which are used for larger and more powerful passenger cars) closed at $134,889.

Put into context, a Toyota Corolla Altis will now set you back at least $164,888 with the COE included. If you’re looking at a BMW 3 Series for example, you won’t get much change from $300k after placing an order for a 318i. 

Obviously, it only gets worse further up the automotive food chain. The combination of the revised Additional Registration Fee (ARF) banding and rates introduced in February, and the latest COE prices mean that a BMW X5 now sells for $543,888 with COE. Fancy a Mercedes-Benz S-Class? Entry to this range starts from $704,888 with COE for an S 450 L 4MATIC.  

At these prices, owning a new car is well beyond the means for the majority of Singaporeans. Besides car salesmen reporting a dearth of walk-in foot traffic to showrooms, the absence of car advertisements in the Saturday newspapers for the last several months points toward signs that car retail has all but dried up. 

This, then leads to the inconvenient truth that the bulk of COEs are snapped up by leasing fleets and companies that have huge reserves of cash to aggressively outbid the everyday Singaporean time and again. 

Surely, something can, and must be done? 

Actually, the solution might just be found in the past. Up until 1998, company-registered passenger cars bore license plates starting with the letter Q. In other words, Q-plates.

The road tax of these cars was twice that of privately registered cars. Eventually, this scheme was phased out after benefits like tax deductions from said road tax and expenses were removed. 

Similarly, rental and private hire cars were also issued with SZ plates but these were also phased out in 1998.

Perhaps it is time to bring these special plates back. Since these corporations have deep reserves for their cars, perhaps an additional registration fee could be tacked on company-owned passenger cars. Let’s say, $50k per car?

Also, an additional $10k a year on top of the prevailing road tax ought to ease the pressure off the COE bids. 

So if you look at the total cost of car ownership for a company, that’s $150k that would otherwise be put towards the COE bid anyway. 

Let’s face it. At this rate, we’ll be staring at $150,000 COE premiums in no time. 

So from a cost-of-business perspective, the new Q-plate scheme won’t be too far off what these companies are already paying. From an LTA revenue standpoint, the surplus would make up for any shortfall from lower COE bids. 

To go one step further, the Q-plates should also be extended to owners who are non-PR foreigners. Many of these individuals tend to be expats anyway and hold jobs with transport allowances. This will give a further incentive to apply for a Singapore PR or citizenship. Additionally, it would also alleviate any sentiment that locals are being deprived of COEs.  

The upside is that this will no longer penalise Singaporeans and PRs who until now have to compete with corporations for the same COEs. Hopefully, this will reduce overall living costs, and stimulate the car industry as well. 

In the United Arab Emirates for example, native citizens, known as Emiratis enjoy reduced prices on just about everything while many other countries have preferential programmes for its nationals. 

Singapore already has schemes to make housing as affordable as possible for instance. Surely something similar can be done for its citizens when it comes to cars.  

Opinions expressed are the writer’s own.

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