Audi Singapore’s recent fuel efficiency challenge had us doing just that, with an A3 for the economy run and, more interestingly, an A5 Sportback as our visual wingman for a photo challenge themed “Jekyll and Hyde”.

The theme was cleverly chosen to represent the A5’s split personality, and over 700 kilometres of Malaysian highways, spirited B-roads and early-morning photo shoots, we found that the A5 wears both personas, calm cruiser and confident coupe, with surprising grace.

But before we dive into the Jekyll-and-Hyde theatrics, let’s unpack exactly what this “new” A5 is.

Wait, Isn’t This the New A4?

Yes and no. Audi’s new naming strategy is that odd-numbered models will be combustion-engined, and even-numbered models will be electric. Which means the A4 you knew is now the A5, and the next A4 will be electric. Got it?

The result is a Sportback that straddles traditional lines; it’s a saloon with coupe styling and a hatchback boot. Audi calls it “a completely new sedan concept”. We call it quite clever. Coupe flair without sacrificing practicality? That’s the kind of mischief we like.

Jekyll – The Calm, Composed Companion

On our journey north to Ipoh, “Jekyll” mode reigned. With our teammates, the A5 glided up the North-South highway with the serenity of a far more expensive car. The 2.0-litre TFSI petrol is a smooth operator, with a decent swell of power (201bhp and 340Nm) that makes overtaking relaxed and fuss-free. You’re not pinned to your seat, but you’re never left wanting, either.

What impressed most was the refinement. Audi has clearly prioritised comfort; the suspension ironed out patchy tarmac with barely a murmur, and road noise was impressively low, even on Malaysia’s coarse surfaces.

In this context, the Audi A5 felt every bit the premium cruiser it claims to be. Easygoing, planted, and blessed with that sense of Audi calm that makes long distances disappear with a shrug.

The premium theme continues in our humble abode over the course of the road trip, feeling exactly as an Audi should — restrained, refined, and quietly tech-forward. Materials are well-chosen, with plush touchpoints and just enough gloss black to make it feel special.

We appreciated the dedicated strip for climate control, sparing us from diving through submenus just to adjust fan speed. Wireless Apple CarPlay and Android Auto are standard, and the wireless charger even comes with a cooling fan, a thoughtful touch that prevents our phones from turning into a molten slab mid-drive.

Rear space is adequate, though not class-leading. Legroom’s fine unless you’re tall and relegated to the back, and the sloping roofline means headroom is a touch tight. Thankfully, the rear seats only had to accommodate luggage for most of the trip.

That said, with 445 litres of boot space and folding rear seats, the A5 is more practical than its silhouette suggests.

Hyde – When the Audi A5 Cuts Loose

Our return leg from Ipoh to KL gave us the chance to let “Hyde” out. The Audi A5 may not be a scalpel like a BMW 3 Series or a tail-happy Alfa Romeo Giulia, but show it a curving road and it responds with admirable composure.

The steering is light and precise, if not dripping with feel, and the chassis while not overtly playful is well-balanced and confident. The A5 doesn’t egg you on like some rivals do, but it doesn’t punish enthusiasm either. It’s the kind of car that makes you look good behind the wheel, even if you’re just out for a spirited Sunday blast.

On this leg, the A5 was quick enough to make light work of overtakes and highway merges. Although the engine does give way a little at the top end, importantly, it never feels too strained.

The A5 was best enjoyed at night, when a late photography shoot turned into a friendly dogfight on Kuala Lumpur’s streets. Power delivery was so smooth, you sometimes forget this is a front-wheel drive variant, and not one of the Quattro models Audi is famous for.

And when the heat was too much, we could dart back into traffic and blend in. Out of sight, out of mind.

Two Sides of a Very Polished Coin

Audi’s new A5 might be a nameplate shuffle, but the substance beneath is as solid as ever. In Jekyll mode, it’s a serene highway cruiser that eats up the miles without breaking a sweat. In Hyde mode, it shows enough spirit to keep a keen driver engaged, even if it stops short of being truly thrilling.

But as a complete package? It nails the brief.

It’s handsome, composed, filled with tech, and interesting enough to stand out from the crowd, especially when painted in a dramatic hue and shot under moody skies somewhere in Malaysia.

Photo Credits: Al Han (@sgcarshooter)

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It was just another day at the Goodwood Festival of Speed. I’ve flown in to cover the event and was given the esteemed opportunity to take out the Porsche 911 GTS, thanks to the folks at Porsche Singapore. 

Test drive over, I was buzzing with excitement. I mean, when else are you offered a chance to take a Porsche out on some stunning B-roads? And that was when I laid eyes on the Sport Classic, sitting pretty on the driveway.

The Sport Classic is a model that was launched where I’m from (Singapore). However, because it is a limited edition model, there was never going to be a test drive unit offered for us. With each costing a cool SGD$1.5 million too, it’s not hard to see why.

Transfixed by it, I gingerly went over to the Porsche rep to shoot my shot “Can I have a go in it?”

I think what the gentleman replied was somewhere along the lines of “Yes, of course you can. Go for it.” But, all I could think of at the time was “Hot damm.”

So, gear loaded in, driving position locked, and I was immediately on cloud nine.

On to the star of the show. Porsche, you see, has this knack for throwing curveballs at us when we least expect it. Remember when they insisted they’d never grace a GT3 with a manual gearbox, only to do just that? Or how about the time they brought back the six-cylinder engine for the Cayman and Boxster? Precisely. But even with Porsche’s penchant for surprises, this one caught us off guard.

So, what exactly is ‘this’? Well, it’s a limited-edition 911, packing 542bhp under its hood, flaunting a widebody design, a twin-turbo flat-six, rear-wheel drive, and the holy grail – a manual gearbox. Yes, you heard right, three pedals and a stick shift. It’s like 542 horses with a touch of old-school charm, dressed in a retro-inspired ensemble, complete with cheeky racing stickers slapped on the sides, just for good measure.

Hold on a sec, 911 Sport Classic? Rings a bell, doesn’t it?

Now, if you’re more into TikTok dances than Porsche history, that bell might be as silent as a mime’s whisper. But if it’s chiming in your head, kudos to you, you’re either a die-hard Porsche enthusiast or a true-blue petrolhead.

The Sport Classic (SC) was a bit of an anomaly. Launched back in 2009, it was Porsche’s way of taking their then-modern 911 (the 997.2) and dressing it up in iconic garb from its illustrious past.

They threw in a 1972 Carrera 2.7 RS-style ducktail spoiler, some Fuchs-style wheels, a wider body, fresh interior trim, a coat of grey paint, and sprinkled in a bunch of other hidden nods to Porsche’s heritage. All of this, mind you, came at a huge premium, which was more than twice the price of a standard 997 Carrera S and significantly higher than the 911 Turbo of that era.

It left some scratching their heads, but as they say, hindsight is a beautiful thing. The original Sport Classic now stands as a harbinger of the retro craze that’s swept the automotive world. It was a mixed bag, a quirky throwback 911 (with those peculiar clear rear lights) before the whole retro and restomod movement took off.

Today, those original SCs are rarer than hen’s toenail clippings, with only 250 ever made – that’s four times scarcer than a Porsche 918 and five times more elusive than Ferrari F40s. As you can imagine, those who snagged one are now grinning ear to ear, as their cars have turned into veritable treasures.

So, is the new one just a reheated version of the same recipe? Well, kind of. While the first Sport Classic was based on a standard 911, the new iteration shares a lot of its DNA with the bigger, faster 911 Turbo.

Like the OG 997 Sport Classic, the new 992 offers something no other 992 can boast of: a wider body, rear-wheel drive, and that cherished manual gearbox. You couldn’t spec a regular 992 Turbo with the manual setup too, gatekeeping this transmission as a ‘limited edition’ run. Cheeky buggers.

But here’s the twist – while the original Sport Classic rocked a C4S body, the new one struts its stuff in Turbo attire, which means it’s a whopping 50mm broader than your run-of-the-mill Carrera or Carrera 4. And let me tell you, it wears those hips like a runway model in Milan. 

Without the Turbo’s bulky intakes chiselled into its sides, the bodywork looks even more expansive, adorned with massive 20-/21-inch centre-lock wheels and some seriously chunky 315/30 rear tires, giving it that proper aggressive stance.

Now, unlike its predecessor, which received a 23bhp power boost to reach 408bhp, the 992 Sport Classic takes a different route. To ensure that the manual gearbox doesn’t burst into flames from all the low-end turbo torque, they’ve dialled down the 3.7-litre engine’s output from 572bhp to 542bhp. Since the Turbo’s front driveshafts are out of the picture, the 992 SC shaves off a cool 70kg (1,570kg) compared to a Turbo, evening out the power-to-weight ratio.

Sounds appetizing, doesn’t it? And is this still a limited edition? Absolutely, but this time, they’ve upped the ante, with 1,250 units slated for global production. So, you’re more likely to spot one of these on the streets than you were the 997. Given how 911 Turbo S prices have shot through the roof and are trading at similar figures on the second-hand market, expect these to follow suit.

Oh, and you can pick from five other colours instead of just grey. While the chalk does look mesmerising, I do have a soft spot for the dark blue.

And might I add, it’s quite the looker, isn’t it? With those distinctive gold letterings (real gold, mind you) and meticulously executed details (check out those ’60s-style woven floor mats), it’s a lot more refined than its predecessor.

Porsche has certainly learned a thing or two over the last 15 years, especially about what customers desire in a retro-inspired car. This project is fully in-house, the second of four ‘collector’s items’ from Porsche’s ‘Heritage Design strategy.’

Porsche’s regular styling team collaborated with their bespoke ‘Exclusive Manufaktur’ team to reimagine four iconic 911 models from the 1950s through to the 1980s. The first of these was the 911 Targa 4S Heritage Design Edition in 2020, nodding to the 1950s and 1960s, while the Sport Classic takes us back to the ’60s and ’70s. What the third and fourth models will be is anybody’s guess, but we’re definitely intrigued.

So, what’s new in the ride department? Well, the bonnet, the double-bubble roof, and that iconic ducktail are all crafted from carbon and sport hand-painted double stripes. Vintage 1963 Porsche badges adorn various parts, there are fresh wheel designs, and the interior – oh, the interior – it’s a symphony in black nappa and cognac leather. It’s juxtaposed against a dash featuring open-pored wood embedded with gold emblems and the iconic Pepita houndstooth pattern (black and white diamond pattern with slanting stripes) in the doors and seats.

But what’s it like when you hit the road, you ask? Absolutely fabulous. Now, I know what you’re thinking – here comes the part about the manual gearbox, right? Well, bear with me, because this car truly demonstrates the magic of a manual transmission. The seven-speed stick transforms how you interact with that turbocharged flat-six engine, and it’s nothing short of delightful. It’s like playing a musical instrument, teasing out unique sounds and sensations. It’s a car that can be driven at various paces and loves every moment of it.

And although it has a manual gearbox, it’s as easy to drive on the curvy B-roads as any other car. That’s the beauty of the 911 ethos; you can just hop in and get on with it, no faffing about and no anxiety each time you rock up to a minuscule pothole.

I’m not that old if I’m completely honest, but I do have an affinity for retro items, and this cabin sets the stage beautifully, like a swanky members’ club. The seats are luxuriously comfortable (though perhaps a bit high), and in front of you, there’s a gleaming analogue rev counter with white hands and dayglow green markings – a nod to the old 356.

Flanking it, you’ve got two seven-inch digital displays that strike a perfect balance between classic and modern.

And then, there’s this little rotary knob at five o’clock on the wheel that lets you switch between driving modes. Fire up the engine, and the car purrs with a light clutch and effortlessly precise steering. Unlike a PDK transmission, which eagerly races up the gears, this seven-speed stick leaves the gear changes in your hands. You get to decide whether you want to chase those revs in a lower gear or ride the torque in the higher ones.

But is it any good on the road, you ask? Indeed, it’s tailor-made for the road and doesn’t clamour for a racetrack to show off its prowess. The electronically assisted steering and damping (borrowed from the 911 Turbo and 911 GTS) work together beautifully, smoothing out most road imperfections while offering crisp feedback unhampered by all-wheel drive. Even with a standard sports exhaust, the engine’s roar is muted from the rear, yet it’s deceptively and wickedly fast.

Now, let’s talk numbers – not that the Sport Classic is all about figures, but they’re worth noting. It’s plenty fast, boasting 542bhp and 602Nm of torque kicking in at 2,000rpm. This translates to a century sprint in a brisk 4.1 seconds and a top speed of 315km/h, though it could likely go faster.

You can feel the torque being limited in the first three gears to protect that precious gearbox, so if it were to unleash the full power in one fell swoop, it might even exceed those figures. Plus, it’s all about how skilful your shifting is.

Now, here’s the million-dollar question – will Porsche eventually offer a more accessible version for the masses? Well, it’s a good question. In the past, Porsche has dabbled with limited editions before introducing mass-produced variants. Remember how the original Sport Classic morphed into the GTS variant, or how the 911 R evolved into the GT3 Touring? Who’s to say what the future holds, but we certainly hope for it.

I wasn’t originally supposed to have a go in the Sport Classic, but I’m sure as heck glad I did. If you wanted the purest form of the 911 today, this is it.

A true testament and statement to the brilliance of the 911.

Photo Credits: Sean Loo (@auto.driven) 

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Much like cars such as the Volkswagen Golf, Porsche 911 and Mercedes S-Class, the BMW 3 Series has cemented itself as the standard by which all of its peers are measured. And those peers nigh on always come off worse.

But for how much longer? The 3 Series faces a not completely certain future as electrification takes an ever-bigger grip on its heritage. Do you want a fully electric 3? It’s currently called a BMW i4. So, best to savour this 7th-generation ‘G20’ BMW 3 Series for as much as you can, just in case. And that’s exactly what I did when BMW invited me for one of their driving challenges.

The G20 3 Series rolled out in 2018, and now it’s been given a facelift. Fear not, its core goodness remains untarnished. Of course, the update introduces BMW’s swanky curved touchscreen infotainment system and other nice cabin accessories, but what we’re really here for is how it behaves on the tarmac.

And so, I found myself at the Chang International Circuit, ready to feast on two flavours of the 3 Series buffet – the suave 330e PHEV and the M340i, crowned with a 48V mild-hybrid twist and standard xDrive four-wheel-drive.

Dancing with the BMW 330e

First order of business was a drifting session with the 330e, followed by some circuit hot laps. Simply put, despite its hybrid powertrain, the 330e is a symphony of delight.

This hybrid dance combines a 2.0-litre, 4-cylinder turbo petrol engine (the same one that powers the regular 320i) with an electric motor, neatly tucked into the 8-speed Steptronic automatic gearbox. Why is this brilliant? It’s not just efficient; it’s also a wizard when it comes to regenerating energy during braking.

You get 181bhp from the petrol engine, and up to 111bhp from the electric motor. This gives the 330e a max official output of 288bhp, with 420Nm of torque to boot. And that’s without even pushing the XtraBoost button. 

Wait, XtraBoost? You’d think it’s a bit of a gimmick, but nope. An extra jolt of 40bhp from the electric motor feels pretty darn impressive, especially on a track when you want to wrestle your way out of a corner. This turbocharged burst nudges the combined petrol-electric power to a smashing 289bhp for those heart-pounding moments.

The best part about all this is just how stable the 330e is on track. I went into the session thinking that it would throw its weight around corners, but the car sings through each turn like a bonafide 3 Series.

The front end was responsive even under braking, and the car was composed even whilst a bit of tail action was going on, thanks to the DSC system (we had to keep it on due to safety concerns). That battery pack does not impede its performance in the slightest, and I was left with smiles all around. 

Since it was rear-wheel drive, the instructors also set up a drifting segment for us to enjoy. With a flick of the wheel, the 300e easily gets into a slide. The dance of oversteer and controlled chaos unfolds, a ballet of power and finesse. A moment of unadulterated joy and playful abandon.

Sure, it’s not perfect, but the 330e is like the kid in class who’s the closest to perfection – a mix of brilliant and almost there.

Pouncing with the BMW m340i 

The m340i had a bit more of a workout to do, with a short gymkhana session to complete on top of the circuit laps. But, it is exactly the gymkhana’s setting that allowed me to really try out its 8-speed ZF automatic transmission that’s simply top-notch. The gearbox is even spiced up by that 48-volt hybrid setup that BMW’s sprinkling all over its lineup, allowing the car to minimise delay between shifts.

The transmission dances seamlessly, shuffling through gears like a seasoned partner on the ballroom floor. Three different shift schedules cater to your mood – Comfort, Sport, and Sport+. Of course, in order to get the most out of it, I was in Sport+ most of the time, and each gear change was seamless thanks to the large paddle shifters.

But where does its power come from? Unlike the 330e, the m340i uses a turbocharged 3.0-litre inline-6, BMW’s prized possession. The hybrid twist doesn’t cramp its style; it still delivers the same old peak power – 369bhp and a cool 500Nm of torque.

Smooth? Heck yeah. This engine croons its power, with no discordant notes in the symphony.

On the performance stage, this M340i xDrive proves its mettle, and then some. xDrive really comes into its own here, keeping the car balanced through corners and nudging the power down on the straights.

Best of all, you don’t feel threatened or worried each time you rock up to a corner at blazingly fast speeds, as the car keeps itself composed even under harsh braking. Zone out for a moment, and you might think you’re piloting an M3.

But of course, this isn’t an M3, and the M340i does have one minor issue. Steering on the circuit is manageable since the corners are not really technical. But, run it through its paces on the tight gymkhana course, with a lot of sharp corners, and it felt not quite spot on. 

But let’s not end on a sour note. Here’s the silver lining – the BMW M340i nails its mission. Lightning-fast, comfortable, and the way it handles itself on a variety of handling courses while still being a 5-seater sedan? Definitely worth the money.

The 3 Series soul is still there

So, what’s the verdict? No doubt, the G20 3 Series family is still the charmer we fell for. This mid-life facelift didn’t botch things up; instead, it jazzed up the digital playground while keeping its driving soul intact. From the 6-cylinder M340i to the 330e PHEV that slips into your life seamlessly, you’re spoiled for choice.

Long story short, there’s no wrong way to embrace the 3 Series magic.

Photo Credits: Sean Loo (@auto.driven) & BMW Asia

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The 2023 M2 is arguably BMW’s best new car on the market today. It’s quick, balanced, communicative, and still a thoughtful daily driver. All of the sugar, spice, and everything nice things you’d expect from a small car wearing the M badge.

But here’s the million-dollar question – can it conquer the track? You see, these M cars were born for the track, it’s in their blood (M stands for Motorsport, after all). Does this M2 live up to its ancestry, or is it just another posh toy with a “fancy” badge?

Well, to find out I recently stepped onto the hallowed grounds of the Chang International Circuit in Buriram for BMW’s Driving Challenge 2023. Helmets donned, heartbeats racing, I and most other individuals alike were here for one main reason – to wring the new BMW M2 on the unrestricted tarmac.

With 13 cunningly crafted corners and four long stretches, it’s the perfect battleground to decide if this M2 is a track sensation or just another Sunday driver.

Before unleashing this beast, the 2023 M2 already scores some points. Even though the demo cars came equipped with standard seats (carbon bucket seats are an option), these seats are nicely bolstered and plonk you nice and low, cocooning you inside like you’re in the cockpit of a fighter jet. The shifter, the steering wheel, and those pedals – they’re all at that Goldilocks spot. Visibility? Not bad at all.

But let’s talk about something that’s not a home run – the gauges. Instead of the charming analogue set that graced the previous M2, there’s a colossal curved display with two screens. One’s for the gauges, the other’s for all things infotainment.

Now, while the 12.3-inch instrument cluster serves up big numbers for speed and revs, they’re a bit…erm…awkward to read. Toggle into sport mode, and things get a tad more readable – a single red bar for rpm and a big fat speed readout. There are these snazzy shift lights too, shifting colours from yellow to red, urging you for that gear change. Neat, but somehow I miss the old-school needles and dials.

No matter though, as you also get a heads-up display; handy if all you want to do is focus on what’s ahead of you on track.

On to the star of the show. The BMW M2 packs a twin-turbo 3.0-litre S58 straight-6 engine. Now, don’t be misled by the factory figures – 453hp and 550Nm of torque. On paper, it might look potent, but in reality, it’s a different story.

This version of the S58 has a different character. Sure, it’s not as potent as its siblings in the M3 and M4, but to make it clear, that’s not a complaint.

It’s got less low-end grunt, which might sound like a drawback, but it’s actually a plus. This engine doesn’t serve power on a silver platter. It nudges you to work for it, coaxing you to drop to second gear in places like the hairpin in turn 3, just to keep that boost kicking.

And the magic is not just in the engine. The BMW M2’s chassis is another star. Those M2-specific reinforcements add a certain stiffness that the previous M2 lacked.

A wider rear track width, matching the M4, finally grants the rear wheels the grip they’ve always craved. Entry into corners is seamless, and grip on exits is surprising. And that’s thanks to the clever active differential, which juggles all sorts of data to give you the perfect amount of lock exactly when you need it.

For the high-speed stretches, the suspension geometry largely mirrors that of the M4 (which our instructors drove), but the M2 plays its own tune. Stiffer springs upfront and softer ones at the back give it an edge in turns.

Steering is spot-on, and the rear end sticks like glue – it’s a symphony of control and confidence. Unlike its bigger M siblings, this M2 doesn’t offer carbon-ceramic brakes. Why? Because these regular ones are spectacular.

After a pounding day stint in the scorching Thailand heat, they didn’t flinch. No fading, no pedal travel, just stopping power. And all this, despite the M2’s substantial curb weight.

Don’t think I’ve forgotten about the traction control. It’s like BMW’s gift to track enthusiasts. Turn off the DSC, and voila, you get a menu with ten levels of traction control intervention. It’s like a video game, dialling up or down your grip on the go. And just when you think it’s done, there’s more twiddling with modes for steering and braking. 

The 2023 BMW M2 also has something going for it – it’s currently the most affordable M car in showrooms today. All the fun you can have, without parting ways with “too much” cash. This 2023 BMW M2 isn’t just a show-off; it’s a driver’s delight. It doesn’t have the rawness of its pricier M siblings; it’s more like a creamy indulgence, begging you to push the envelope.

If you’re looking to chase lap times, this might not be the ultimate track machine. But, crucially it’s got that perfect combo of fun and precision. Exactly what the M2 badge promises.

Photo Credits: Sean Loo (@auto.driven) & BMW Asia

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When you think of Singaporeans going to Johor Bahru (JB), one might imagine indulging in the great food offerings there or unwinding with a massage. All whilst thinking about what strategy one might employ in order to fill up your vehicle with the most amount of fuel possible.

Hence, I’m pretty sure trekking through remote forests in the sand and mud isn’t usually on a typical agenda when one thinks of crossing the border. But, that’s exactly what Jaguar Land Rover (JLR) had planned – two days of offroading action in brand-new Land Rover Defenders. And boy was it a riot.

In order to mitigate any potential customs traffic jams, the convoy of Defender 90s and 110s (including the green 75th Anniversary Limited Edition Defender 110) set off bright and early from the Wearnes JLR showroom. 

A relatively short customs wait and some smooth tarmac later, we arrived at our breakfast halt – the Rainforest Tree House Cafe. A quaint little cafe with a charming facade, and on-brand with the ensuing off-road action that was soon to unfold.

With full tummies and a thirst for more driving action, the gang set off once more for the Anantara Resort in Desaru. But, instead of plying the smooth expressways like everyone else, JLR instead brought up there using a set of offroad trails.

These dirt roads were relatively trivial for the Defender, cutting through some of Malaysia’s oil palm plantations. The air-sprung independent suspension made quick work of the ground beneath us, and it felt like we were travelling on tarmac!

The Defender really comes into its own here, and the thing that surprises you most is its agility. The precise steering feel and the surprisingly well-controlled body always made you feel like you’re in control, regardless of surface.

Mind you, it does that with only a 2-litre pecker up front, pumping out 292hp and 400Nm of twisting force to all four wheels via an 8-speed transmission.

With some character mud stains pasted onto the Defender, we rejoined civilisation and completed the journey to our overnight halt.

The fun didn’t just stop there. After an enjoyable dinner and a relaxing night, it was back on the roads towards home, albeit with a stop by Tangga 7 for some hill-climbing shenanigans. It rained the night before too, so the grounds were all muddy and slippery, fun!

Unlike the previous day’s plantation roads, the Tangga 7 hill was a bigger challenge for the Defenders, having to face some rather narrow and slippery paths with steep slopes.

Even with road-biased tyres, these Defenders showcased their prowess as they conquered the challenging terrain. The all-wheel-drive system worked its magic, effortlessly distributing power to the appropriate wheels, ensuring a seamless journey without a hint of hesitation.

For the downhill bits, the Hill Descent Control function made it a breeze to maintain a safe and controlled speed while descending. It became abundantly clear that these vehicles can handle whatever challenges come their way, all without requiring an experienced driver. The cars themselves possess an innate intelligence that sets them apart.

With Tangga 7 hill behind us, it was time to return to Singapore. Here, the Defenders showcased their versatility. Unlike traditional off-roaders, the stability of these vehicles proved exemplary even at high speeds. Despite their impressive ground clearance, the Defenders instilled a sense of confidence and assurance as we cruised along the expressways.

Overall, our off-roading adventure was a captivating experience, filled with the thrills of conquering rugged terrain and the tranquillity of a beach-side resort. Such is the premise of the Land Rover Defender too, effortlessly demonstrating their exceptional off-road capabilities while providing a comfortable and enjoyable drive on the road.

A testament to the clever engineering behind these remarkable machines.

As we concluded our journey, the memories of our off-roading escapade remained etched in our minds. Land Rover has crafted a true masterpiece, a vehicle that excels in all environments and brings a sense of adventure to those who dare to explore.

Photo Credits: Sean Loo (@auto.driven)

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Category A COE cars are all the rage these days in Singapore. With soaring petrol prices and astronomical COE premiums, these wallet-friendly city runabouts are just the sort of thing a budget-conscious buyer wants – practical, fuel-efficient, and versatile.

For those of you reading outside of Singapore, here’s how we classify Cat A vehicles being registered here:

• Non-fully electric cars with engines up to 1,600cc and Maximum Power Output up to 97kW (130bhp).
• Fully electric cars with Maximum Power Output of up to 110kW (147bhp).

However, as we can see from the figures above, in traditional cases owning a Cat A vehicle means sacrificing performance and oftentimes driving fun in exchange for a cheaper set of wheels.

But, with the advent and advancement in new engine technology alongside innovations like electrical assistance, engine capacity is no longer the defacto indicator of performance.

So that begs the question, can Cat A cars be any fun? Well, to find out, I went on a road trip with Volkswagen Group Singapore (VGS) to Desaru, in order to answer this with four wheels and a steering wheel.

What four wheels you might ask? VGS has very kindly offered their existing range of Category A Volkswagen and Škoda cars. Despite our end goal being Desaru, the gang opted to travel in a 500km U-shaped route instead, savouring some of Malaysia’s best B-roads along the way.

The cars accompanying us on this journey included the Volkswagen Golf 1.5 eTSI (Life and Life Plus), Volkswagen T-Cross 1.0TSI, Škoda Scala 1.0TSI Monte Carlo and the Škoda Octavia 1.0TSI. Nothing over 1.5 litres of engine block goodness.

My group were assigned to the Škoda Octavia first, our vessel to cross into Malaysian tarmac. Once the speed limits turned into suggestions, I placed my foot down and started hunting.

Yes, it might only have a 1.0-litre 3-pot heart, but having access to its 200Nm of torque at low RPMs coupled with mild-hybrid assistance meant that it could hold its own both on the straights and the corners. It could easily keep up with its Octavia RS sibling driven by the support crew, bar brief moments of harsh acceleration.

To keep costs down, Škoda opted for a torsion rear beam instead of the usual multi-link setup. I loved this setup, as it makes the car more predictable around corners. The car feels settled even at speed, and any bouts of oversteer can be mitigated as easily as letting your foot off the throttle.

Plus, you get to do that in a spacious and practical family sedan with tons of room. The Octavia has always been dear to my heart, and this road trip bolstered additional gratification towards it.

After a spot of brunch at Yong Peng’s famous Sunroast, we were on the road again – this time in the Volkswagen Golf Life. The new Life variants are meant to distinguish the Cat A models from their more powerful brethren. With the same engine, the boffins at Volkswagen have managed to detune the 1.5-litre engine to make it fall nicely under Cat A.

Externally and internally, it’s business as usual from the regular Cat B Mk 8 Golf. But, what lies in its engine bay is what truly matters, and boy does this Golf live up to its famed reputation.

With the same torsion beam setup as most of the other cars on this trip, the Golf was effortlessly dancing in the bends. It just so happens I was in the Golf for a particularly twisty bit of road, and it couldn’t have been a better combination.

Keeping up momentum in the corners, any understeer sensations were quickly sorted out as the Golf soldiered on, and shifting through its 7-speed DSG gearbox whilst keeping its revs high was riveting. All of this, even as it started to pour and visibility became limited.

Our little chihuahua gave us a blast all to way to Jemaluang Emerald Lake, and we were sad to part ways with it at Jason’s Bay Beach.

But, this meant we could hop into another ride, and this time it was the biggest of the group – the Volkswagen T-Cross. Now, you take one look at these cars and probably think to yourself, “How can the T-Cross keep up with this pack?”

Yes, I will admit the T-Cross can be a little more tricky to wrestle in the corners, with its taller stature and waftiness. But, despite its SUV proportions, it could just as easily keep up on the highway bits and back roads. It was also arguably the most comfortable of the bunch as well, with tall cabin headroom and ample leg space for toe wiggling.

Turning in for the night, I awoke bright and early for our return journey to Singapore, and the Škoda Scala was there to greet me for the ride home.

This was the Monte Carlo edition of the Scala, fitted with a bunch of extra trinkets like 18-inch alloys, soft bucket seats and a panoramic moonroof. There weren’t many B-roads left to enjoy on the return leg, but the Scala was extremely competent blasting down the highway at legal speeds. Plus, I don’t know about you, but the Scala looks gorgeous in that shade of red.

Our final car swap saw us crossing the border back into Singapore in the Volkswagen Golf Life Plus. Much like its aforementioned Golf Life sibling, it has all of the charms of the Golf, but is now packaged in a bite-sized wallet-friendly form. Plus, with the Life Plus, you get the added advantage of 3-zone HVAC and cooler rims on the outside.

Overall, this was obviously a fun-filled trip, but it was mainly fun because of these Cat A gems. These cars invoke a unique charm behind the wheel and beckon you to just keep driving whilst savouring every last bit of tarmac.

These are not just machines; they’re companions. Companions that can munch up the miles and take you to your next destination, with a big grin plastered on your face.

It’s more fun driving a slow car fast than a fast car slow, right? Just like getaway cars.

Big shoutout to Volkswagen Group Singapore for making this trip possible!

Photo Credits: Horizon Drivers’ Club (@horizondriversclub)

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