Supercars, in general, have made great strides in terms of usability over the past few decades. Rewind time to before I was born, and most supercar owners were stuck suffering with temperamental machines that were often broken down by the side of the road and were all but unusable in adverse weather.

These days, however, supercars are practically as usable as your run-of-the-mill Prius; you’d be pretty much fine toddling down to the shops and picking up groceries in a McLaren or Ferrari as you would in a Toyota.

And one of the key moments on that journey to usability happened with the arrival of the Audi R8 back in 2006. While it was essentially the Lamborghini Gallardo with a different body, it delivered a more approachable experience than the Bull.

Much like the first-generation Honda NSX, the R8 helped redefine what a two-door speed machine should be like – not just on the track but also on the streets.

Here in 2023, the R8 is staring down the tail end of its second generation, and staring into a future that looks very different than when it first rocked up to the supercar table.

It’s always a sad day when an automaker announces the end of a model, and it’s especially so with the Audi R8. A rare and cherished species, this naturally aspirated supercar stands tall among its turbocharged counterparts, refusing to succumb to the prevailing winds of change. 

We might get a tad sentimental here, but can you blame us? We’re witnessing the twilight of a legendary era after all.

One component that made the Audi R8 such a joy was its heart, literally. There have been numerous variants over the years, but this puppy you see here has the 5.2-litre V-10, a true work of art that does away with any electrification or turbochargers.

Back then, high-revving internal combustion screamers were all the rage in the performance car space. Today, with the advent of eco-conscious folks marching to the tune of “less carbon more love”, the name of the game is about making more power from smaller engines, via turbochargers, electric-hybrid systems and all other kinds of techno-trickery.

The V10 is a mesmerising throwback to the good old days when power was crafted with the mastery of combusting fuel in an engine. The pursuit of perfection was almost puritanical, if you will, but the allure of this untamed power cannot be denied.

It roars with a bellow that gives you warm fuzzies, and the temptation to shift gears just to savour its symphony is simply irresistible. 

On the handling front, with the lack of Quattro to keep things in check, the Audi R8 dances to a different tune as it bids adieu to all-wheel drive.

Instead, it delivers visceral sensations corner after corner, pushing out 562 hp and 550Nm of torque with unbridled charm. Sure, it might not match its all-wheel-drive Quattro sister in sheer power, but the drama and excitement of an excited tail end and wheelspin are well worth the trade-off.

But alas, every tale has its twists, and here comes the bittersweet part. Enter the seven-speed dual-clutch S-Tronic transmission – an aspect that might raise some eyebrows. Normally reliable, this gearbox seems to lag behind slightly even in Sport mode, an unexpected flaw I never thought I would encounter in an Audi.

Perhaps it could be due to other manufacturers catching up and producing transmissions that shift lightning-quick, but the gears in the R8 just seem a tad past their prime.

Plus, in Normal mode, the transmission seems a bit stubborn when it comes to downshifts. The V10’s power lies in its higher revs, but without a subtle downshift, you might find casual acceleration at best.

Small problem though; just switch it into Sport mode, and the car grants you the freedom of part-throttle downshifts. A choice between granny mode or full-on maniac, and I already know which camp I fall under.

These flaws are minor though compared to what the Audi R8 excels at, and that’s being an everyday driver. It deftly glides over driveways and speed bumps, proving its practicality amidst the world of lifter kits and scraped splitters. 

The focus on driving and another nod to the past is evident in the cabin too, with the absence of any centre screen or fancy touch-sensitive buttons. It’s a rare sight in modern cars, but as someone who loves older machinery, I feel Audi made the right call here.

Nothing else is around to distract you from the sheer joy of commanding this machine. Instead, you’ll find moving-map navigation, a backup camera, and even Apple CarPlay and Android Auto displayed on the instrument cluster, keeping things delightfully straightforward.

You get some functionality too, with 226 litres of cubby storage behind the carbon bucket seats and 112 litres more in the frunk, bolstering the car’s original ‘everyday supercar’ ethos. 

Now, as we witness the rise of electric marvels like Audi’s new e-tron GT RS, we can’t deny their performance prowess. Yet, amidst the silence of electrons, there’s something about the R8’s sound and fury that tugs at our hearts, leaving an indelible mark on our automotive souls. Each drive becomes a celebration of the senses, with ears ringing from the symphony of power and nostrils filled with the intoxicating scent of a car running hard. 

The Audi R8 no longer has a place in our world, but it is a breed that shall forever echo in the annals of automotive greatness, its symphony reverberating in our dreams for years to come.

Technical Specifications

Audi R8 FSI Performance RWD
Engine: 5,204cc V10
Power: 562hp
Torque: 550Nm
Gearbox: 7-Speed S-Tronic (A)
0-100km/h: 3.7 seconds (claimed)
Top Speed: 329km/h
Fuel Economy: 7.4km/L (claimed)
Price: S$874,055 with COE (accurate at the time of this article)
Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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Sensible. Practical. Frugal. These are words that economical buyers want to hear when buying a new car. Positive words that resonate “You got your money’s worth”. And with COE and fuel prices soaring to unprecedented heights, the question arises – what is a sensible choice for the times we’re living in?

Well, I may have your answer, and it’s the 1.0-litre Audi A3. 

Sensible

On the outside, the Audi A3 carries itself with a sense of understated elegance. You won’t find a single ‘1.0’ badge in sight, and you know what? That’s a clever move by Audi. They understand how conscious some Singaporeans are about these little details.

Unlike its rival, the BMW 216i Gran Coupe, which practically flaunts its Cat A status in its name.

Docile looks give the A3 some unique charm, and it looks great from just about any angle you view it from.

Practical

Step into the cabin, and you’ll realise that the Audi A3 is playing in the premium class with finesse. The design and layout mirror its larger-engined sibling, complete with the digital driver display and a 10.1-inch touchscreen.

You also get wireless Apple CarPlay and Android Auto connectivity. Sure, you might miss the onboard navigation, but options like the S Line interior design package help to spice things up.

These optional Sports seats pamper you like a king, offering plush cushioning and lateral support that’ll keep you cosy on the road. Rear passengers won’t feel cramped either, even in this compact sedan thanks to plenty of knee and headroom to go around.

Kudos to Audi for nailing the insulation too – road and wind noise barely make a peep, and build quality? Top-notch!

The sedan variant we got for testing gets a bigger boot over the Sportback variant, spanning 425 litres versus 380 litres. Enough for a weekend getaway or a large shopping spree.

Most importantly, the interior retains its luxe persona with a sterile and ergonomic design, and there’s no clear evidence of cost-cutting anywhere.

Frugal

Now, don’t be fooled by the Audi A3’s compact 1.0-litre engine, because this little car is anything but ordinary.

With only 109bhp and 200Nm of torque at your disposal, you’re not going to win any traffic light duals anytime soon. The 10.6 second century sprint time only bolsters that fact. Acceleration is also hampered further by the S Tronic gearbox that is programmed to hold onto the highest gear possible, only letting loose if you mash your foot and it touches the carpet below.

But, if you’re driving around with this kind of speedy mentality, you are totally missing the point.

The engine, coupled with the 48V mild hybrid system, works like an absolute charm when saving fuel. It’s almost magical how the system can seamlessly start and stops the car, even when you barely notice it. 

The result is a car that is a composed drinker, returning an impressive average of 15.4km/litre. On highway bits, numbers could even swell to 20-24km/litre. On the car’s 45-litre tank, that easily translates to more than 800km of range. 

Another bonus is the A3’s handling. With its torsion beam rear suspension, it is quite lively to drive. Some might argue that a multi-link rear is better, but a torsion beam makes a car more predictable in the corners, and any bouts of understeer can be mitigated with just a moment off the gas pedal.

Ride quality is also decent, only degrading on shoddy bits of tarmac.

In terms of active safety, there’s only lane-keeping assist, but no autonomous emergency braking, nor useful stuff like blind-spot monitors. While you do get a reverse camera and self-parking, it would be nice to see more safety features being added for possible future variants. 

Top-notch

Now, for the big question – the price tag. At $188,809, this 1.0-litre A3 Sedan comes with a juicy discount compared to its larger-engined counterpart. Plus, let’s not forget the road tax – a mere $392 a year, making it a wallet-friendly choice.

It may be budget-friendly, but the A3 Sedan doesn’t skimp on quality either, earning its place among the quality German products we adore.

If you seek a sensible, yet stylish ride with a touch of German magic, the Audi A3 Sedan might just be your ticket to driving bliss.

Technical Specifications

Audi A3 TFSI S-Tronic 
Engine: 999cc 3-Cylinder, mild-hybrid
Power: 109bhp
Torque: 200Nm
Gearbox: 7-Speed S-Tronic (A)
0-100km/h: 10.6 seconds (claimed)
Top Speed: 210km/h
Fuel Economy: 23.3km/L (claimed)
Price: S$188,809 with COE (accurate at the time of this article)
Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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Let’s face it, at some point in our lives, we would all concede and put away all of the fast-performance cars back into the toy cupboard, longing for a comfortable cruiser that can get us to places in quiet relaxation. These luxury cruisers ooze pantomime and comfort, but might sometimes be packed up in big commanding land yachts that may be great to be chauffeured in, but not as engaging to drive. 

Well, Audi might have a solution for the folks who still want that quintessential driving sensation, and it’s called the A8.

Business-class looks

As with other Audi models in the current lineup, the A8L shows up to the party with sleek and sharp looks. 

With its latest facelift, the A8L now has a new front fascia that features redesigned LED headlights, a classier-looking Singleframe grille, and new canard intakes. The rear is a little more subtle with its updates, with new tail lamp signatures.

Audi didn’t swap out much of the A8L with this refresh, but why should it? The fourth-generation A8 already looks darn good, and I appreciate that they didn’t go overboard with looks that already work, unlike some other brands.

Upmarket seating for four

Being inside the A8L is like being cocooned in a tranquil suite of luxury. Audi has really put in work to ensure such an experience, and between the remarkable cabin insulation, a wealth of plush materials and retractable rear window blinds, one couldn’t care less about what’s happening on the outside world.

And it isn’t like you’ll require external dealings to entertain you during the ride either, as Audi has equipped the cabin with a slew of features that’ll keep you occupied.

All four seats in the car are heated and ventilated, and offer plenty of adjustability with four-way pneumatic lumbar support, and massage functionality. Everywhere you touch, signature Valcona leather is there to greet you, and you’ll be hard-pressed to find a panel in the car which doesn’t live up to your expectations.

Screens are also commonplace in the cabin, with a pair of them dominating the centre console for infotainment and HVAC controls. Both rear passengers get a screen each as well, which mainly serves as displays to mirror devices to. Wireless CarPlay and Android Auto come as standard too for added smartphone functionality.

If the screens are not to your liking, you can also look up to the stars (or sun) thanks to the panoramic glass roof. 

If you’ve ever wanted a first-class experience for the roads, now you’ve got one.

A car not to be chauffeured in

While being chauffeured around does sound like a fancy proposition, for those who wish to command their own vessel, the A8L is just as engaging to drive around town.

Despite weighing close to 2 tonnes, this luxo-barge effortlessly accelerates with poise and precision; quite the experience for both you and bewildered passersby. 

Pop the hood, and all becomes clear. This puppy is powered by a 4.0-litre turbocharged V8 engine that churns out 453hp and 660Nm of torque. Thanks to its quattro setup, power is sent to all four wheels, giving the long-wheelbase limousine some muscle off the line.

The century sprint is done and dusted in a blistering 4.5 seconds, and if you’re daring enough, you can escort your passengers up to a top speed of 250 km/h.

It’s easy to chalk up performance in a straight line, but the fact that the A8L manages to compose itself in the corners too is nothing short of impressive. Though most wouldn’t ever try it, chucking the A8L into a series of turns at speed transforms it into an engaging B-road mile muncher.

This agility is thanks to the boffins at Audi designing more than half of the chassis with lightweight aluminium, stiff steel, and even carbon-fibre-reinforced polymers. The result is a car with excellent body rigidity, enabling the A8L to conquer any undulating terrain with general ease.

A gentleman in a tailored suit with ripped muscles underneath, this is.

Conclusion

As far as subscription plans go, the Audi A8L is the full-fat contract with all of the stops. A car that can impress not only you, but your executive clients to seal that all-important business deal.

Plus, you’ll be hard-pressed to find another luxury saloon in this segment that is as engaging to drive as the A8L. With the onslaught of electricity prowess transforming exhaust notes into silent hums, this will probably be one of the last saloons from Audi you’ll be able to acquire with that sweet V8 up front. 

One for the books, this A8L will be.

Technical Specifications

Audi A8L 2022
Engine: 3,996cc V8, Turbocharged
Power: 453bhp
Torque: 660Nm
Gearbox: 8-Speed Tiptronic (A)
0-100km/h: 4.5 seconds (claimed)
Top Speed: 250km/h
Fuel Economy: 8.1km/L (claimed)
Price: S$787,221 with COE (accurate at the time of this article)
Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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The Audi Q3 has always been a hot seller on our shores, and it’s easy to see why. It’s Audi’s premier compact SUV and a fierce rival to competitors like the BMW X1 and Mercedes-Benz GLA.

First revealed in 2019, the Q3 hasn’t had much of a refresh compared to its rivals. But with its mild-hybrid heart, is it still a worthwhile investment?

Looks that charm

While newer Audi models have sharper looks and more prominent jagged creases, the Q3 remains one of the more subtle body styles of the range. This isn’t bad by any means, with its subtle styling enabling it to fly under the ‘obnoxious’ radar. A lil’ stealth wealth, as they call it.

The Audi Q3 actually has two different exterior facades – the SUV and Sportback. Opting for the latter sees a more aggressive front fascia, and the tapered roofline towards the rear gives it sleeker appeal, albeit at the expense of some boot space.

Whichever roofline you decide to settle on, the Audi Q3 has looks most buyers will be chuffed with.

Simple easy to use tech

While the Audi Q3’s cockpit isn’t going to attract any ‘ooos’ or ‘ahhs’ at first glance, its clean design and easy usability are huge plus points for daily runabouts. No point having large pretty screens if they’re crap to use, right?

The Q3 makes do with a 12.3-inch configurable Virtual Cockpit Plus and a 10.1-inch central MMI touchscreen. Most of your vehicle settings can be toggled via the centre screen, but Audi has left out HVAC and other crucial vehicle functions like the drive mode selector as separate physical controls.

It’s subtle trinkets like these that make the car much more intuitive to use, and I adore them. Although, the overall dark theme of the cabin does make it a fingerprint magnet.

As with all modern cars, a suite of safety systems is ever-present, although the Q3 lacks features like adaptive cruise control and rear cross-traffic alerts. At least there’s a 360-degree camera, which makes reversing manoeuvres less of a challenge.

Family fun

In terms of being family-friendly, the Audi Q3 is pretty competent. There’s room for 5 without the need to jostle for space, and even the Sportback’s sloping roofline doesn’t impede too much into interior headroom. ISOfix points are available for child seats too.

The second-row seats are adjustable too, sectioning off 530 litres of cargo room. The boot’s wide aperture makes cargo ingress a trivial affair as well.

Extra charge

The Audi Q3 refresh sees it gain mild hybrid abilities, the same system found in the Audi A3 range. Pluckly 1.5-litre turbocharged four-pot mated to a teeny tiny motor and equally tiny battery pack, doesn’t sound very impressive right?

You don’t get additional power from the system as well – output still remains at 148bhp and 250Nm of torque. So then, how is this any better than its predecessor?

The trick up the Q3’s sleeve is its ability to shut the engine off during coasting or braking, and over the course of my few days with the car, I managed to get an average reading of 14.2km/litre. In petrol tank terms, that’s roughly 850km from its 60-litre capacity. Not bad for a decently sized SUV.

There was some enthusiastic pedal pressing found in between too, so your mileage may vary. If you have a frugal foot, 900km on a tank is a relatively easy target to achieve.

Although, it must be said that the Q3 doesn’t like to be pushed. Its century sprint timing is a leisurely 9.4-seconds, and in the midst of achieving those numbers the 1.5-litre will produce agricultural bang and clatter. Big props to the insulation though, who does a decent job in isolating the ruckus from the engine bay.

The Q3 isn’t going to win you favours in the corners either, and it doesn’t have to. If you’re expecting something that can corner with minimal body roll, why are you even looking at an SUV? Otherwise, the car does a decent job ironing out kinks in the road, and road noise is kept to a minimum thanks to the aforementioned insulation. 

Sensible in specs, not in price

The Audi Q3 presents itself as a competent all-rounder, exemplifying traits from its larger SUV brethren. It’s attractive, subtly classy, and well-built. It might not be an upper-class German, but it’s a great starting point for those looking to pick up a set of reliable continental wheels.

But, the Q3 is pretty pricey, coming in at S$253,445 for the SUV and S$261,661 for the Sportback (at the time of writing). This puts it in the firing line of competition like the BMW X1 and Mercedes-Benz GLA.

Should COE prices mellow down into respectable figures (if any), the Q3 will come into its own. But for now, the Q3 isn’t a victim of its own shortcomings, but rather external factors dictating its economic viability.

Technical Specifications

Audi Q3 Mild Hybrid

Engine: 1,498cc in-line 4 turbocharged, mild hybrid

Power: 110kw (148bhp)

Torque: 250Nm

Gearbox: 7-speed S-Tronic

0-100km/h: 9.4 seconds (claimed)

Top Speed: 206km/h

Fuel Economy: 17.3km/L (claimed)

Price: S$253,445 (Standard) / S$261,661 (Sportback), both with COE (accurate at the time of this article)

Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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Porsche AG has recently released its group sales revenue for 2022. The German marque has amounted a staggering €37.6 billion (S$54,1B), which exemplifies a 13.6 per cent growth. Total costs for the year was 6.8 billion euros, an increase of 1.5 billion euros or 27.4 per cent from the 2021.

This year, the Stuttgart sports car maker has big plans to advance its modern luxury strategy, thus it has since launched its ‘Road to 20’ initiative in a bid to achieve its long-term profit target.

Oliver Blume, chairman of the Porsche AG executive board, stated “In difficult conditions, we achieved the strongest result in the history of Porsche, by some distance. We were also able to offer our customers exciting new products yet again in 2022. This is the result of a great team performance.”

Despite a year plagued with civil wars, the reminents of the COVID-19 pandemic, and challenges in global supply chains, Porsche AG still managed to deliver 309,884 vehicles to customers. Automotive net cash flow also grew from 3.7 billion euros to 3.9 billion euros.

“Our success factors are improved price positioning, the strong product mix, the increase in vehicle sales, exchange rate effects, and our strict cost discipline,” says Lutz Meschke, Deputy Chairman and Member of the Executive Board for Finance and IT.

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But, this wasn’t what Volkswagen did. They quietly launched this – the new face-lifted Arteon. Most people won’t realise this is new, even if it’s sitting pretty right in front of you in the showroom. Ironically, this new facelift actually makes for quite a compelling upgrade over its predecessor, and I feel the Arteon should receive more love in that regard.

Yes, you may be playing “spot-the-difference” trying to figure out the new changes, as some of the updates are barely noticeable. But, add a tech refresh to the interior, a new engine and drivetrain, and this car breathes new life.

Come, let me show you.

Smooth like butter

Since its inception, the Volkswagen Arteon has always been a good-looking car, and this new facelift refines the already well-polished design. Much like an already handsome guy, whose newly toned muscles are a subtle but noticeable improvement.

The R-line styling pack as depicted here decks the car out with a new front bumper, gloss black front air intakes with a C-shaped Front LED headlight bar, and LED taillights with dynamic signal indicators.

R-line badging on the sides and 20-inch R-line specific rims complete the look, in case anyone doubts you own the more expensive trim version.

Overall, there’s not much change, but honestly, why change what already looks good? Just look at another German manufacturer, and you’ll understand that being bolder in your design language doesn’t always equate to good looks.

Simple, functional charm

Take one glance at the interior and it looks pretty premium, with black carbon Nappa leather, a Black roof liner and frameless doors. Front passengers also benefit from 14-way ErgoComfort sport seats, which are pretty comfortable.

However, spend more time in the cabin and the interior does start to feel “cheap”. Your touch-points do not feel posh, and the haptic HVAC and steering wheel button controls do not feel intuitive to use at all. Volkswagen has already made plans to revert back to traditional buttons and dials, but the Arteon just has to live with it.

You get a decent amount of room in the back for passengers, and the coupe-ish roofline does not hinder headroom even for adults. But, because of its fastback form factor, the rear doors are pretty narrow, potentially making ingress and egress tougher for some.

A generous 563-litre boot provides sufficient cargo space, and its hatchback tailgate allows for easy access to store bulkier items.

Entertainment is controlled by a new 10.25-inch Digital Cockpit instrument cluster and revamped multi-functional steering wheel. The native UI is not the best to use, and having to scroll to access different settings is not intuitive to use at all, especially when driving.

Thankfully, you get mapped buttons along the sides to jump menus quickly, and this helped tons. But, once I got Android Auto hooked up, entertainment became simple. The touchscreen integrates Apple CarPlay and Android Auto nicely, in fact its one of the rare occurrences that Android Auto actually scales properly. Better still, everything is completely wireless, so you don’t have to worry about forgetting your cable.

The thing I love about the Volkswagen Arteon is just how simple everything is. Jump in, hit the ignition, pop your phone into the wireless charger and go about your day. The car connects up everything automatically, and it is an absolute treat.

No cables, no mess, no fuss. Which makes you enjoy the driving experience even more.

Holding its ground against its rivals

New Volkswagen Arteon, new engine. Well, not exactly new, but the updated, tried and true EA888 2-litre 4-pot banger pumps out 190bhp and 320Nm of torque. Even though it is smaller than its predecessor, it is still fairly energetic and can deliver healthy doses of power. Couple that to a 7-speed DSG gearbox, and you have a fan-favourite formula that never goes out of style.

However, arguably the biggest change from its predecessor is the exclusion of 4MOTION; what Volkswagen likes to call all-wheel-drive (AWD). Instead, you would have to make do with a front-wheel-drive (FWD) setup.

Does it detrimentally affect performance? Absolutely not. The Arteon can still hold its own while driving hard. You will feel a little under-steersy in the corners, and the power steering can sometimes feel a little disjointed, numbing you from feeling the road well, but nothing that screams danger.

Yes, the AWD variant of yesteryear could rocket out of corners, but this new facelift isn’t crippled by its FWD underpinnings at all.

To spruce the car up even further, Volkswagen has fitted tight steering from lock to lock, and a selection of drive modes with full Dynamic Chassis Control (DCC) settings. Sport stiffens up the steering and DCC suspension, hunkering down the whole car in anticipation for more enthusiastic driving. Even in its rougher setting, the car still feels relatively comfortable over undulating terrain.

Pop the car into Eco or Normal instead, and the Arteon transforms into a stylish city cruiser. Plus, the added benefit of a FWD setup is better fuel economy, and during my test the car returned an average of 12.5km/L. Mind you, that is with some amount of enthusiastic pedal pressing, so props to the car.

Spring for the R-Line, and the inclusion of 360 cameras and sensors make parking a breeze. This alone makes the trim upgrade worth it, as it can help ease the ownership experience for people who might not be as used to larger vehicles, or cars like the Arteon where visibility out of the C-pillars is slightly more challenging due to its fastback-esque design.

Longevity Bliss

Overall, for a luxury sedan the Volkswagen Arteon is quite the challenger stepping into a ring of fierce executive sedan competitors.

Yes, you do not get many posh materials in the cabin. Yes, it may feel “cheap” to some. And if I’m very honest, most people will look past this car purely because of the badge. Some of you might spring for something else instead, albeit still German in nature.

But, look past these things, and for the right price this is a pretty solid option. The Arteon drives great, has boot space to spare for all your cargo needs, enough room in the back for passengers to not complain, and an infotainment system that works like an absolute charm. I cannot stress that last point enough.

What you want to look for in a car to own is longevity. Something that is easy to use from the day you buy it, till the day you sell it. Convenience shines over a lot of other aspects. The Arteon delivers this point to a tee, and it makes the user experience that much more enjoyable.

These are the little things that work, and it’s really the little things that count.

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The harmonious noise was caused by the first-ever Asia Harley Days festival, organised by Harley-Davidson. The event saw a record attendance of more than 1600 festival goers heralding from all over Asia, including 80 H.O.G. (Harley Owners Group) chapters and motorcycle clubs from Thailand, South Korea, Philippines, Malaysia, Vietnam, Indonesia, Taiwan, Macao, Hong Kong, India, Guam, Shanghai, and Singapore.

This event was not just exclusively for Asian territories, and the event even saw riders coming all the way from Belgium and Australia to join in the festivities.

The two-day moto-music festival, held on November 5th and 6th 2022 at Cha-Am beach, Thailand, provided guests with two nights of exhilarating performances and activities.

These included breath-taking stunt shows and gymkhana, Harley-Davidson test rides and multiple bike competitions. For those who are not able to ride motorcycles, the festival also featured fun games and contests, as well as both English and Thai music concerts performed by renowned bands. There was something for everyone to enjoy!

Asia Harley Days officially kicked off on 5th November with the iconic H.O.G. parade, a convoy exclusively for H.O.G. members and Friends of H.O.G. Before the ride began, a traditional Thai ceremony to pay respect to the 7 Kings of Thailand was held, followed by a massive H.O.G. logo formation.

More than 350 riders assembled at the starting venue of Rajabhakti Park, Hua Hin, to join in the parade and ride to the festival venue at Triple Tree Beach Resort, Cha-Am. The parade was officially flagged off by Lieutenant General Pit Chotisut, Director of Army Tourism Promotion Agency and Major General Somporn Donsingha, Commander of Royal Thai Army Sergeant School, Hua Hin.

The parade was led by Harley-Davidson royalty – Dimitris Raptis, Vice President of Asia Pacific, Harley-Davidson, alongside Sajeev Rajasekharan, Managing Director of Asia Emerging Markets & India, Harley-Davidson. Mr. Nukul Pornsomboonsiri, Mayor of Cha-Am, received the parade and was Guest-of-Honour at the opening ceremony held at Cha-Am Beach.

Aside from the aforementioned festivities, festival attendees enjoyed a range of side activities such as best beard, best tattoo, fashion icon, highest number of Harley-Davidson patches and best slogan contests. Plus, guests could vote for their favourite custom motorcycles at the Custom Kings contest.

The awards for these various contests were handed out on the second day of the festival to much fanfare. This awards ceremony also championed the first-ever Asia Harley Days Hall of Fame recipients, where over 50 select riders and dealer groups were recognised for their contribution and achievement to the Harley-Davidson community.

Missed this? Don’t worry, catch the official wrap-up film on YouTube by clicking on the link here.

Plus, Harley-Davidson has officially announced too that Asia Harley Days will become an annual event from Harley-Davidson in the region. An announcement for the 2023 edition will be made soon, so stay tuned.

To know more about future events and how to participate, you may follow Harley-Davidson Asia’s social media collaterals at:

Facebook: @HarleyDavidsonAsia

Instagram: @HarleyDavidson_Asia

YouTube: Harley-Davidson Asia

Any interested customers who may have queries pertaining to the event too can contact Harley-Davidson here. 

(Photo Credits: Harley-Davidson Asia)

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The world of e-sports is now more lively than ever, and an increasing number of auto manufacturers are hosting exhilarating virtual championships. Toyota is a big player in this new sport, and the Toyota Gazoo Racing (TGR) GT Cup Asia 2022 has just concluded on an exhilarating note on Saturday, 29 October 2022. 

Enthusiasts from around the world witnessed 20 local qualifiers from Singapore, Malaysia, Thailand, Indonesia, the Philippines, Taiwan, and South Korea battle it out for the regional championship title, and more importantly, for a spot in the upcoming Global Finals.

Kicking off in Group A of the Regional Semi-Finals, Andika Rama M. from Indonesia dominated the race while defending champion Nathayos Sirigaya from Thailand finished in the runner-up spot. Still, that was enough to retain Nathayos’ title with a 74-point lead, emerging as the TGR GT Cup ASIA 2022 Regional Champion.

Andika came in second with 71 points, just 3 points shy from the top podium spot. Being the top two racers, both Nathayos and Andika will represent Asia in the upcoming TGR GT Cup Global Finals in November.

Aside from the generous line-up of Toyota race cars within the Gran Turismo 7 platform and newly introduced race conditions, the third season of the TGR GT Cup ASIA 2022 also showcases how Toyota is committed to making e-motorsports more accessible to everyone.

With life-like graphics and realistic game physics, the general public can now experience what it is like to blast race cars around an exciting track. Best of all, this can be done in the comforts of one’s home, without having to worry about traditional safety concerns associated with racing.

Even if one does not happen to own the necessary equipment, Toyota has established multiple roadshows across the year to let the general public have a go on their simulators. This is a win-win for all, and motorsport fans will definitely be in favour of this, as it means more people are exposed to the joys of racing.

As with previous GT Cups, prizes were awarded to the top three country teams and racers. Team Malaysia took home 1st place with 120 points, followed by Team Indonesia coming in at 110 points. Team Thailand completed the podium with 104 points.

If you are interested in re-watching the Regional Finals for TGR GT Cup ASIA 2022, you can check it out here.

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