As a species, we have an unhealthy obsession with cars, from the way they look, feel, drive, turn, and there are those willing to spend time, effort and money to upkeep a vehicle, while others obsess over cars they can never afford, or viewing global races. Some indulge by playing racing games, while there are those who put on a racing movie to focus their attention. And rarely has there been anything that ties the passion for cars all together quite like Gran Turismo.

And we’re talking about the movie here, the latest in a video game adaptation that is as unique as the racing game that it is based on, and the real life events surrounding Jann Mardenborough, a young Gran Turismo player who went on to become a professional race car driver. Director Neill Blomkamp (District 9, Elysium) takes the premise, and turns Gran Turismo into a love note to all things cars, from the young Mardenborough (Archie Madekwe, See) who has played the PlayStation game more times than he can count, and wants to take his time, effort and knowledge of the race simulator, and become an actual race car driver.

Of course, his father, former pro-footballer Steve (Djimon Hounsou, The King’s Man, Shazam!) would prefer his younger son to leave the confines of his room and find a proper job, instead of wistfully thinking that somewhere, somehow, it would be remotely possible that a master of a simulator could possibly translate that virtual knowledge into a real world skill.

What he doesn’t know is that Nissan executive Danny Moore (Orlando Bloom) has successfully convinced the Japanese car maker to fund an academy that takes competitive players from the Gran Turismo video game, and offer them an opportunity to become real race car drivers, in which only the champion of this GT Academy would have a shot at a professional career. All he needs is an engineer to lead the pit crew who will train, test and push the candidates from the couch into the driver’s seat, and lead them towards pole position.

If the premise sounds too fantastical, that’s because it probably is, and Blomkamp realises that this is not just an adaptation of yet another video game, but one that, while popular, isn’t as widely known as the Marios, Sonics or Halos out there. Instead, his tale is as much about the video game that inspired Mardenborough, as it is about the young player’s journey, and also about conveying the thrills, excitement and challenges of the race track, much like Ford v Ferrari (2019) did to become one of the most successful racing movies ever made.

In establishing Mardenborough’s skills, the movie goes deep into what the game actually is –  a faithful, digital recreation of life behind the racing wheel for those who love cars. For those who have not played the game, the Gran Turismo series emulates the look, performance and handling of a wide selection of real-world license vehicles, allowing players to tune their virtual vehicles based on actual physics and performance, and take them for a spin around faithful reproductions of famous race tracks around the world. Heck, even the sound of the engines in the game are based on recordings made with the actual vehicles, and having this knowledge of the game is what gives Mardenborough an edge over everyone else. 

The fact that he wins is not the surprise but after the first act, the film drives home the drama, that the skills, while important, are not the most important as determination and ability. And pushing that is pit chief Jack Salter (David Harbour, Stranger Things, Black Widow), who may be a supporting character in the story, but comes across as the most fleshed out one. Unlike Bloom’s Moore, who is based on the actual creator and director of the real GT Academy, Salter is a new character created to ground the drivers and the story, because in no way is the movie saying that virtual knowledge is the same as actual experience.

He might come across as somewhat of an ass trying to beat down on gamers believing they can be actual racers, but he represents us, the audience, and the journey he takes to train the lot of players also convinces viewers that there’s a possibility that this might work, and as we follow the camera behind the wheel and onto the race tracks, we get a sense of how the various cars perform in each race. Every time he’s on screen, he speaks to the audience and when he channels his no-nonsense approach to racing and safety, we feel the energy and passion he has, which the other characters in the film don’t exactly help to generate.

Blomkamp also takes the opportunity to inject some video game visuals into film, from giving audiences a sense of how gamers must feel when they get behind the wheel of the video game and in a car,and the race line that any player of a race simulator would be very familiar with. He knows when to speed up and slow down during precise moments in this 2 hour and 14 minute movie and while there is a slow start in establishing the premise, the rest of the movie is a controlled lap that drives the movie ahead into the finish line.

Is Mardenborough the best of the lot? He can, but he doesn’t have to be because that’s not the point of the movie. Having navigated into the driver’s seat, the movie succeeds in making us feel the thrill of the race, as we burn rubber and tear across the track trying to stay ahead of the other vehicles. This deft balance of actual racing, human drama and adapting a video game, and having it all come together in a consistent manner makes this not only one of the best video game adaptations out there, but also one of the best racing movies ever created.

HSALS

Hsals needs more space in his house, and more money in his bank account to pay for all the toys, collectibles and other geek related items that companies are churning out. Free-time? Girlfriend? Who’s got time for those?

The post Geek Review: Gran Turismo appeared first on Geek Culture.

With only 50 units of the ultra-limited Secretlab for Automobili Lamborghini Pinnacle Edition chairs crafted worldwide and each labeled with a unique “01 di 50” badge.

What sets this apart from the standard Secretlab for Automobili Lamborghini Edition wide release is the custom carbon fiber top plate created specially for the Pinnacle Edition chair, drawing inspiration from Automobili Lamborghini’s iconic angular form. The chair also sports exquisite Alcantara upholstery, plucked straight from Lamborghini cars.

The Secretlab for Automobili Lamborghini Pinnacle Edition chair will be priced at US$1,699 (S$2,099) and will only be made available to the US, Europe, and Singapore. The final wave of chairs will be released on Secretlab’s website on 3 August 2023 at 9am PDT (4 August at 12am SGT). The first wave was released in December 2022, and since the quantity was never disclosed, there is no telling how many will be made available for its final wave. So if you are hoping to secure one, this is the timing to camp for it.

Yonk

Yonk is a geek who is fortunate enough to have an equally geeky Star Wars fan for a wife, who owns a LEGO Millennium Falcon encased in a glass coffee table as their home’s centre-piece.

The post Secretlab Is Releasing A Few More US$1,699 Automobili Lamborghini Pinnacle Edition Chairs appeared first on Geek Culture.

Five years ago in 2018, BMW invited me to a whirlwind tour in South Africa. We drove various configurations of the X3 on that tour, covering plenty of distance in a short span of time. But beyond the jaw-dropping beauty of the country’s scenery, wildlife and driving roads, there’s one other thing I remember from that trip till this day: the event’s photographer, Rob Till, seemed to always be able to slingshot ahead of us in his base-model X1 to capture incredible images on our approach.

I never figured out how he managed to do that, since we were already driving for most of the journey like we’d stolen our X3s. The X1 has bulked up and matured since then. Its exterior has taken on a boxier appearance than its predecessor, the second-generation F48—the more angular aesthetic is apparent across the X1’s silhouette through to its wheel arches. The iconic kidney grilles, seemingly ever-growing in size like COE prices these days, stand more vertically now but thankfully retain their balanced proportions, unlike some other models in the current line-up. X-shaped linen extend outwards from the grilles to add visual presence, while the sloping roofline and sculpted door panels give the X1 an athletic image.

Climbing into the electrically-adjustable driver’s seat, the X1’s redesigned interior felt new but familiar at the same time. Now fitted with the BMW Curved Display running BMW Operating System 8 across a sleek 10.25-inch digital instrument panel and 10.7-inch control display (just like the 2 Series Active Tourer), as well as a vertical smartphone tray with wireless charging capability at the front of the centre console, it’s a car built for the smartphone native – and a magnet for fingerprints.

It’s not all touchscreens and high-resolution displays though, as there are still physical buttons on the control panel in the “floating” armrest between the front occupants, including ones to operate the engine’s Start/Stop feature, volume control, hazard light, parking brake, and drive modes. The compartment concealed by the leather armrest has just enough space to store keys, coins and receipts, while the exposed tray underneath had enough space for my wallet and a baseball cap (or a mirrorless camera with a kit lens attached).

As is the case with BMWs in Singapore, the X1 comes with a decent array of standard features. This includes the BMW Maps navigation system, Comfort Access, as well as four USB-C ports so nobody needs to worry about their gadgets running out of juice on long trips. There are also a bunch of driver assistance systems like lane departure warning, blind spot alert, and Park Assist – things you’d expect to find only in more expensive vehicle models.

The sports seats in front were comfortable, and there was ample legroom in the rear. With premium materials, modern electronics and thoughtful ergonomics, the X1’s cabin is a luxurious place to be in. Luggage capacity is a respectable 540 litres, rising to 1,600 litres when the rear seats are knocked forward. In desperate situations, the three full-sized seats in the back can be moved forward by an additional 130 mm to eke out every last cubic centimetre of storage space in the boot.

The creature comforts continue with the X1’s refined driving experience as the cabin is reasonably well insulated from road and wind noise. Visibility is good thanks to the large windows, and the light steering weight and reasonably small turning radius of the car make it easy to manoeuvre the X1 in tight spaces. The sporty characteristics of the X1’s setup achieves BMW’s confident handling with the minor concession of a busier ride quality over all but the smoothest of Singapore’s asphalt, however, and there’s still a slight harshness whenever the 1.5-litre engine restarts itself.

This front-drive sDrive16i X1 is powered by a TwinPower Turbo three-cylinder unit with a seven-speed Steptronic double-clutch transmission. Gear shifts under normal driving conditions were fairly audible but not disruptive as the car made use of its powertrain’s 122 hp and 230 Nm of torque. The X1 builds speed at a leisurely 10.5 seconds for its century sprint, but it’s plenty enough for Singapore’s roads and traffic, including an occasional jaunt down one of the country’s unofficial proving grounds for sportier cars. Although ‘basic’ in its performance, the BMW X1 sDrive16i xLine is competent, handsome (one person’s meat is another’s poison, I know) and acceptably well-rounded in its proposition as a compact SUV.

While Rob may have been able to squeeze every last drop of performance from his X1 during our event back then, I doubt any owner in Singapore will need to do from theirs.

Special thanks to Performance Motors and BMW Asia for this opportunity.

The original version of this article can be read at Eat.Fly.Drive.

Alex Cheong

Alex eats a lot, travels a little, and drives cars that aren’t his on eat.fly.drive.

The post Geek Review: BMW X1 sDrive16i xLine appeared first on Geek Culture.

The Ferrari Esports Series is back and for the first time in the competition’s history, Southeast Asian drivers are invited to join!

Southeast Asian drivers will join the starting line in the Asia Pacific heats before facing off against winning racers from Europe and North America. The addition of drivers from Southeast Asia and the Asia Pacific region will undoubtedly rev up competition and make this year’s edition an exciting and high-octane Ferrari sim racing experience.

“We are thrilled to welcome the Asia Pacific region to the 2023 Ferrari Esports Series,” said Annabel Rochfort, Director of Location Based Entertainment and Esports for Ferrari.

“With countries like Australia and Japan known for producing exceptional sim racing talent, we are excited to see the level of competition that this region will bring to the table. Our commitment to providing a competitive and entertaining platform for sim-racing remains unwavering as we grow our esports footprint.”

The Ferrari Esports Series is a six-month racing tournament that brings together sim racers from Europe, North America and the Asia Pacific region for the chance to race in the grand final on 12 October 2023. Drivers will be going head-to-head on Assetto Corsa and Assetto Corsa Competizione to compete for the crowning title of the 2023 Ferrari Esports Series Champion and the opportunity to secure their place on the Scuderia Ferrari Esports Team.

Registration for the series is now open for the Hot Lap phase. The first track of the series will be the legendary SPA circuit. Registrations will close on 6 August and the racing starts on 1 May.

The racing schedule is as follows:

• Qualifier 1 – 20 July (Thursday)
• Qualifier 2 – 24 August (Thursday)
• Qualifier 3 – 12 September (Tuesday)
• APAC Regional – 23 September (Saturday)
• NA Regional – 24 September (Sunday)
• EU Regional – 30 September (Saturday)
• Grand Final Pre-Show – 11 October (Wednesday)
• Grand Final – 12 October (Thursday)

The full season of racing will be broadcast on Twitch, YouTube and Facebook.

A'bidah Zaid

Don’t judge a book by its cover, for behind all this makeup, is a geek just like you. To simply put it, superheroes, Star Wars, Harry Potter and all things gore and creepy makes this girly girl swoon.

The post Ferrari Esports Series 2023 Returns, To Include Invitations For Southeast Asia Drivers appeared first on Geek Culture.

Electric cars are taking over 2023, and we’re here for it. Volkswagen just unveiled its new line-up of electric cars at the Singapore Motorshow 2023, and showcased its ID. 4, ID. Buzz, ID. Buzz Cargo and the Golf R.

Showcased in Singapore for the first time, the ID. 4 is Volkswagen’s first all-electric SUV. The ID. 4 is not only a beauty with its clear-cut, flowing design and LED matrix headlights, it is also a sporty and powerful electric vehicle promising top speed whilst generating zero local emissions. Winning the World Car of the Year 2021 award and the first-ever SEMA Electic Vehicle of the Year 2022, the ID. 4 is expected to go on sale in Singapore at the end of the year.

Making its Southeast Asian premiere at the Singapore Motorshow 2023, is the ID. Buzz, Volkswagen’s iconic Kombi bus, but 100% electric. The commercial version, the ID. Buzz Cargo, also made an appearance at the event after winning International Van of the Year 2023.

The all-new ID. Buzz and ID. Buzz Cargo is Volkwagen’s first all-electric MPV and van range and provides a solution to sustainable and CO2-free mobility, especially for business owners who are looking to lower running costs and have a more refined drive. Just like the ID.4, the ID. Buzz and ID. Buzz Cargo are also going on sale at the end of the year.

For more details and a personal look at Volkswagen’s lineup at the Singapore Motorshow 2022, check out our video above.

A'bidah Zaid

Don’t judge a book by its cover, for behind all this makeup, is a geek just like you. To simply put it, superheroes, Star Wars, Harry Potter and all things gore and creepy makes this girly girl swoon.

The post Volkswagen Unveils New Electric Vehicle Lineup At Singapore Motorshow 2023 appeared first on Geek Culture.

Just a day after Secretlab releases its very own Automobili Lamborghini Edition chair (which saw a year-long wait following its announcement), Razer has gone out and launched its own Enki Pro Automobili Lamborghini Edition chair during the RazerCon 2022 livestream. The chair features a design inspired by the seat upholstery, and hexagonal-stitching used in Lamborghini’s iconic super sports cars.

The Razer Enki Pro Automobili Lamborghini Edition also boasts premium Alcantara, a dual-density cushioned backrest, magnetic head cushion, and precision recline dial, all in the signature orange and black colours of Lamborghini, with the Automobili Lamborghini shield logo proudly featured on the back of the chair.

The Razer Enki Pro Automobili Lamborghini Edition will be available in December 2022, starting at US$1,299 / €1,499 at Razer.com and Razer Stores.

Destro

When it comes to providing the right hardware at the right price, Destro is the man of the hour. Just don’t count of him keeping his deals exclusive to just one party. If you have coin, Destro has the wares.

The post Razer Nerfs Secretlab, Goes Orange With Enki Pro Automobili Lamborghini Edition Chair appeared first on Geek Culture.

Secretlab first announced its tie-up with Automobili Lamborghini in November 2021, with no indication of an availability date except “sometime in 2022”. The Secretlab x Automobili Lamborghini Edition is now in stock and can be ordered from Secretlab’s website.

The chair is upholstered in ash suede and features eye-catching verde accents, paying homage to the bright colors of Lamborghini tradition. All the ergonomic upgrades available in the TITAN Evo 2022 series, including an overhauled lumbar support system, a redesigned pebble seat base, and a magnetic armrest replacement feature will be applied to the new collection.

Prices of the Secretlab x Automobili Lamborghini Edition collection are as follows:

• Secretlab x Automobili Lamborghini Edition — from US$694 / S$809
• Secretlab Lumbar Pillow Pro Automobili Lamborghini Edition — US$79 / S$99
• Secretlab x Automobili Lamborghini Pinnacle Edition (coming soon) — US$1,699 / S$2,099

More information on the availability of the Secretlab for Automobili Lamborghini Pinnacle Edition (with carbon fiber top plate) will be shared at a later date.

Destro

When it comes to providing the right hardware at the right price, Destro is the man of the hour. Just don’t count of him keeping his deals exclusive to just one party. If you have coin, Destro has the wares.

The post Secretlab x Automobili Lamborghini Edition Finally In Stock One Year After Launch appeared first on Geek Culture.

I really liked driving the MINI Cooper S Clubman back in 2020. Subsequently, when I returned another press car at the dealership’s basement where they would tuck the MINIs away for the night, I saw the flagship Clubman lurking in the corner, teasing me with its badges and go-faster red stripes.

Although there were a few unforeseen delays, the day finally came for my turn in the facelifted MINI John Cooper Works Clubman last weekend. Knowing this is the fastest-accelerating MINI for sale in Singapore, capable of breaching the 100 km/h mark from a standstill in 4.9 seconds, I was unusually patient when turning out from the MINI Habitat at Leng Kee Road.

As expected, I would arrive at my destination in good time thanks to the 302 hp and 450 Nm of torque from the highly potent four-cylinder 2.0-litre turbocharged unit. The standard eight-speed Steptronic sports transmission delivered seamless gear changes, although it had a tiny but noticeable delay in registering my heavy-footed moments on the throttle; the engine revs would then build in a hurried crescendo as the JCW Clubman dropped a few gears and pinned me into the body-hugging sports seats. The exhaust, particularly in Sport mode, rises in volume as if readying itself for a grand occasion, but in some ways felt more matter-of-fact than dramatic or playful. It would have been nice if there were pops and bangs on the overruns, although I’m sure a bit of tuning will sort that out.

But even before I had the chance to experience the JCW Clubman’s impressive acceleration, I’d already decided I had little use for the head-up display – since the information I needed was available in the five-inch multifunctional instrument display behind the steering wheel, it seemed a bit of a redundant addition for my needs. A few prods on the digital menu via the central 8.8-inch touch display quickly recessed the panel, providing an unobstructed view of the road ahead.

Despite the JCW Clubman’s aggressive power delivery, it always felt controlled and sure-footed. Its front-biased ALL4 all-wheel drive system ensures the car turns very similarly to how I remember a MINI would, even with the added mass at the rear thanks to the Clubman’s longer dimensions. More torque gets redirected to the rear axle if the Dynamic Stability Control’s system detects slippage on the front wheels. It was practically impossible to break traction for the front wheels on public roads though, particularly with the grippy 235/35R19 Bridgestone Potenza S005 tyres, unless I was fully committed to driving like an idiot. The low-profile rubber, together with the JCW Clubman’s sports suspension, did mean the car suffered from a relatively stiff ride even by MINI’s standards – comparable to my daily driver, the Hyundai i30 N, in all but its full-blooded N mode.

On the occasions I needed to drop anchor, the sports brake system would reliably—and very quickly—bring the car’s 1.6-tonne mass to a stop. For bragging rights and in case the badges around the car weren’t enough, the front brake calipers are painted in red and bear the John Cooper Works logo.

When not subjecting myself to unforgiving road surfaces or eyebrow-raising driving enthusiasm, I appreciated the JCW Clubman’s creature comforts and really enjoyed my time inside the cabin. Being able to easily pair my iPhone and use Apple CarPlay wirelessly may not be a standout feature anymore, but playing music from Spotify through the 12-speaker Harman Kardon sound system offered an enjoyable listenable experience.

The JCW sports seats kept my frame snugly in place without threatening my blood circulation, although the back of my upper arms would find themselves bumping against the side bolsters when I made large turns of the steering wheel. One cabin feature that really pleased me, though, is the redesigned centre armrest between the front passenger seats – where my left arm would often knock into the armrest of other modern MINIs when turning the car left because the armrest was too high, that is no longer the case as it’s now lower and well clear of a swinging elbow.

In the back, all but the tallest of passengers will find themselves with very acceptable legroom. There are also two USB-C ports they can use to juice up their mobile devices. And if the rear seats are knocked down to make space for transporting bulky items (it’s a Clubman, after all), the boot capacity can be expanded from a modest 360 litres to a respectable 1,250 litres.

I’m usually not attracted to estates and wagons, but there’s something special about the Clubman’s form factor that is pleasing to my eye. With the unique, albeit sometimes impractical barn doors in the rear, the Clubman still oozes the charming quirkiness that is typical of MINIs. Yet, as the brand’s cars continue to be refined for the modern demands of comfort and regulations, models like the JCW Clubman that can still excite owners may soon by symbols of nostalgia instead. If this is among the last models with internal combustion engines before the brand transitions into a fully-electric lineup by 2030, this wouldn’t be a bad way to drive off into the sunset.

Special thanks to Eurokars Habitat for this opportunity.

The original version of this article can be read at Eat.Fly.Drive.

Alex Cheong

Alex eats a lot, travels a little, and drives cars that aren’t his on eat.fly.drive.

The post Geek Review: MINI John Cooper Works Clubman appeared first on Geek Culture.

Fans of Formula 1 (F1) and LEGO, start your engines! Ahead of the 2022 Singapore Grand Prix, British motor racing team McLaren has teamed up with The Lego Group to bring a special pop-up experience happening from 23 September to 2 October 2022 at Ngee Ann City Civic Plaza in Singapore. 

The event features a life-sized LEGO Technic McLaren F1 Race Car, as it makes its first pit stop in Southeast Asia. The replica model, which measures 5.7 metres in length and 2.4 metres in width, is made up of a whopping 288,315 LEGO bricks, and took about 1,893 hours to assemble. Attendees can get up close and marvel at the meticulous attention to detail, complete with removable halo and steering wheel, and even get in the driver’s seat for a unique photo opportunity and complimentary photo printout. This life-sized model is nine times the size of the LEGO Technic 42141 McLaren Formula 1 Race Car set that attendees can purchase at the store.

Other interactive stations at the pop-up include the LEGO McLaren Race Car Build, where participants will have to race against time to put together a half-assembled LEGO Technic 42141 McLaren Formula 1 Race Car set, and stand to take home a LEGO minifigure upon completion. If you don’t manage to accomplish a fast building time, a LEGO minifigure also comes free with every LEGO Speed Champions set purchased.

For those who prefer a mental challenge, the LEGO Match & Build activity puts memory and speed to the test as participants learn more about the functions of the various buttons on an F1 steering wheel.

More notably, the youngest-ever British F1 driver Lando Norris will be cruising by the venue on 28 September to say hi to his fans. Each day, one lucky shopper at the pop-up stands to win a set of the LEGO Technic 42141 McLaren Formula 1 Race Car exclusively signed by Norris himself.

The LEGO Technic 42141 McLaren Formula 1 Race Car set retails for S$299.90, but attendees who buy it on-site will be able to enjoy a 10 percent discount at S$269.90. They will also receive a LEGO McLaren Elva Polybag (30343), which comes as a complimentary offering with a minimum purchase of S$80. For those unable to make it to the pop-up, the race car set can still be purchased online on the Bricks World website. 

Edwin Teo

Edwin has been a geek for a really long time, having grown up on a steady diet of video games, comic books, movies, and more. He loves a good story and intricate world-building, is partial to cute monsters, and can hold his own in a game of Overwatch too.

The post LEGO And McLaren Make Pit Stop At Singapore’s Orchard Road With Life-Sized Race Car appeared first on Geek Culture.

In my short time writing car reviews, I’ve featured mainly hatchbacks, sedans, SUVs and the odd supercar. It wasn’t until BMW invited me to test drive their latest compact multi-purpose vehicle (MPV) that I realised I hadn’t written about a family-focused car in a really long time, but considering I’m now on the wrong side of 35 years, it seemed pointless to argue that I cannot identify with this car’s target demographic.

The BMW 2 Series Active Tourer is now in its second generation, having undergone significant changes to its design to make the proportions of this compact MPV more striking and dynamic. This includes the enlarging of the iconic kidney grilles to bring it up-to-date with the brand’s design system. The slim, contoured headlights flanking the grilles come with adaptive LEDs as standard with intelligent, driver-friendly features for illuminating the path ahead. From certain angles, one might mistake it for a 1 Series hatchback, which probably isn’t a bad thing for most people.

Around the side, the A-pillars are more heavily raked than before, contributing to a stretched side window outline. Flush-fitting door handles provide an uninterrupted side profile, although I found myself habitually reaching my fingers downward when opening the door from the outside. That said, the handles seemed well-built and were nice to use.

Car geeks might be interested to know that the 2 Series Active Tourer’s vehicle architecture is designed to accommodate both combustion engines and electrified drive systems. That may be one of the reasons the exhaust tailpipes have been integrated into the rear apron, creating a more consistent look regardless of the propulsion of choice.

Overall, the 2 Series Active Tourer’s more modest intentions are masked by its sportier appearance, although its rear heft seems most obvious from the ¾ front view. Behind the wheel, however, I was scarcely bothered by its proportions.

Featuring a redesigned interior with BMW’s Curved Display, which was first seen in the fully-electric iX, the 10.7-inch control display is joined to the 10.25-inch information display that sits behind the steering wheel. There are no physical buttons on the panel at all, and the rotary controller has become a thing of the past; I found myself alternating my attention between the display panel and the road ahead to operate the new iDrive system on the go as I jabbed my non-dominant hand’s index finger against the touchscreen.

The 2 Series Active Tourer comes with a lot of equipment as standard. The 218i M Sport Launch Edition I drove had Park Assist features with Reversing Assist Camera, helpful in parking situations for a car that already offers very respectable all-round visibility. Other helpful, family-friendly features include the array of storage areas—I had enough space to store my snapback cap under the ‘floating’ armrest between the front occupants—and multi-adjustable rear seats that can also slide forward by up to 13 cm to increase the boot capacity by as much as 90 litres. The automatic tailgate, which comes standard with this model, gives access to anywhere between 470 and 1,455 litres of cargo capacity – probably plenty for the entire family’s belongings or errands.

The seats are sporty but comfortable and supportive enough for longer journeys, and legroom for folks in the back is more than adequate even for taller passengers. The car now seats only five people, so larger households are going to have to shop elsewhere for their people hauler. Everyone gets to enjoy the panoramic sunroof though.

This being the variant with the M Sport package, the car has adaptive suspension that provides frequency-selective damping and sport steering. The exterior trim elements on the front and rear aprons also get a sportier treatment. As surprising as it may be for me to opine, I felt they made the car a little too chatty through the seats. But those considering this family vehicle who still want to feel engaged in their daily drives will be relieved to know the lowered ride height (-15 mm compared to the standard package) did not pose any problems going down the tighter and steeper ramps of older multi-storey car parks in certain HDB estates.

I would’ve liked the brakes to have a higher biting point, particularly in creeping traffic. The car seemed to take a little longer to engage first gear when the engine is restarted by the auto start/stop feature, although the gap to the vehicle ahead can easily be closed with the zippy acceleration.

The pleasantly surprising and characterful acoustic qualities of the inline 3-cylinder engine might give some owners the impression of having a sportier ride, even if it puts out a modest but willing 136 hp and 230 Nm of torque through its 7-speed dual-clutch gearbox. It’s plenty enough for family-friendly driving and the odd bit of fun after dropping the kids off at school.

For what it’s worth, the five-seater 2 Series Active Tourer handles well for its class – I know some people moan that it isn’t as much driving pleasure as a typical BMW because of its height and raised centre of gravity, but if you compare it with rivals in the same category of cars, the Beemer will probably still be the better drive available.

Are there other cars in the same category that handle better? Let me know in the comments below.

Special thanks to Performance Motors and BMW Asia for this opportunity.

The original version of this article can be read at Eat.Fly.Drive.

Alex Cheong

Alex eats a lot, travels a little, and drives cars that aren’t his on eat.fly.drive.

The post Geek Review: BMW 2 Series Active Tourer 218i M Sport Launch Edition appeared first on Geek Culture.

If you thought Vin Diesel’s Dom Toretto is the fastest and most furious race car driver around, we’re sorry to have to burst your bubble but that’s Hollywood. You would have to be really naive to think that the exhilarating but ridiculous car chase scenes in the Fast & Furious movies did not involve CGI, but that’s not to say all race car scenes in movies are fake. If you want something authentic for a change, look no further than Ten Shimoyama’s Alive Drift, a Japanese film about the world of drifting.

For the uninitiated: drifting is a racing technique where the driver pulls the handbrake and lets the car glide, at an angle, into steep bends. This usually happens in pairs, with one driver taking the lead while the other gives chase. And experiencing this daredevil skill on screen is like seeing poetry in motion.

The movie’s main guy is Koichi Oba (a boyish Shuhei Nomura), an introvert who holds an unspectacular job at a factory in the day, but becomes a brilliant esports racer at night. He is an expert in racing video games, specifically Gran Turismo 7, and clearly enjoys it too. His life changes when the daughter of a drifter shows up and convinces him to join her injured father’s team. After trying his hand at driving a real car, he embarks on an adrenaline-charged world of professional drifting. We know – it sounds like a Hollywood fantasy so far.

We don’t remember seeing a feature movie about drifting (sorry to Jay Chou fans, but Initial D doesn’t count), so it is quite an experience to sit through a movie that doesn’t try to do anything except to bring viewers one thrill ride after another. We didn’t step into the cinema expecting a life-changing drama, so we have no qualms with the predictable plot featuring a grumpy mentor (Takanori Jinnai), the good-natured female interest (Ai Yoshikawa), the goofy sidekicks (Hirotaro Honda and Kizuki) and the snarling antagonists (Shodai Fukuyama and Anna Tsuchiya).

What makes this movie authentic is the involvement of Japanese professional race car driver Keiichi Tsuchiya, who is also affectionately known as the Drift King. He oversaw the driving stunts in the movie, which were performed by real-life Japanese drifters like Naoki Nakamura, Daigo Saito and Masato Kawabata. For car enthusiasts, the machines in the movie are so glossy and sleek, we’d imagine fans going ga-ga over them. Plus, do keep your eyes out for easter eggs as well. As one character aptly put it, the cars seem to be dancing in a perfectly choreographed routine.

You’ll also appreciate the hard work put into producing this entertaining film. The car racing sequences make you sit up and watch. You’ll hold your breath and become awestruck by the risks taken by the production crew to capture the various angles. There are a few mind-blowing car crashes as well, which will make you wonder exactly how much camera equipment was wrecked during the filming process. Based on the behind-the-scenes videos, it might be a heart-wrenching experience for any techie.  For a movie about drifting, it is nice to see that almost an hour of the 122-minute movie takes place at the Drift Festival where all the action is.

The movie is a fairy tale for e-racers who dream of making it to the tracks one day (we can all dream, can’t we?). Even if you are just a casual gamer, you have to admit that seeing the drivers don their cool race suits and helmets makes you want to try your hand at e-drifting.

John Li

John believes there is another world waiting for us. A better world with Blu-ray discs, CDs, fast food, beer and Happy Meal toys. And he will be waiting for you there.

The post Geek Review: Alive Drift (Alivehoon) appeared first on Geek Culture.

I remember the first time I saw a Polestar 2 on the road as its distinctive rear light-blade traced the car’s journey across the expressway to the exit. I wondered how it might feel to drive one as more electric vehicles (EVs) began to appear on our streets, thanks in part to Tesla making a big splash here last year.

Where EVs were concerned, I had only driven the MINI Cooper SE, a small car with a relatively small range – not exactly the specifications one hopes will be directly proportionate to each other. With about 200 km on a full charge in real-world driving, you could add range anxiety to the ownership experience if you didn’t have convenient access to a charging station. So when the Polestar 2 came with a range of about 350 km on a 90% charge (that’s what Polestar recommends as the maximum charge in order to optimise the battery’s longevity), I was hopeful.

But first, its design. The geometries in the front give the Polestar 2 a commanding presence. Painted in a bluish-grey that Polestar calls Thunder, the car’s boxy appearance is most obvious at the rear with a high boot lid and seems in stark contrast to other car manufacturers’ preference for svelte shapes and flowing lines. Instead of placing contrasting Polestar badges on the car, the designers went with body-colour implementations, confidently letting the fastback’s sharp lines, distinctive LED light designs and silhouette be its identifying features.

There are obvious design elements from parent company Volvo, such as the Thor’s hammer daytime running lights in front, as well as the minimalist automotive aesthetic that we’ve come to expect from the Scandinavians. This minimalism is perhaps taken to the most extreme in the design of the side mirrors, which are practically frameless and look years ahead of our time – Polestar claims this has allowed them to reduce the mirror unit’s overall volume by 30% and improve the car’s aerodynamics.

The minimalism feels progressive and purposeful, but is interrupted by the inclusion of the Performance Pack, a $16,000 option. For that money, the Polestar 2 comes equipped with high-performance Brembo brakes, Öhlins Dual Flow Valve dampers with 22 adjustable suspension settings, 20-inch forged alloy wheels, special edition seatbelts and valve caps – both in a bright gold colour – adding performance and personality to the fastback.

When climbing inside, my first realisation was how much taller the hip point was in the Polestar 2, thanks to the batteries beneath. Reassuringly, however, comfort and luxury hadn’t been sacrificed for Polestar’s minimalist approach to design and material selection. The upholstery uses a textile called WeaveTech that features a high composition of recycled materials, is significantly lighter than leather, 100% vegan, pretty durable and cleans easily – proof that it’s possible to be sustainable and elegant at the same time.

The panoramic roof, which is made of tinted and laminated glass, creates a feeling of spaciousness and adds to the luxury from within. Despite the roof being transparent, the interior never felt warm on a sunny day; and on a couple of drives in the rain, the cabin remained relatively quiet.

The custom Harman Kardon audio system in the Polestar 2 is a fine acoustic setup. The 13 speakers–consisting of specialised bass drivers, high-frequency tweeters and an air-ventilated subwoofer under the bonnet–work harmoniously to handle a wide variety of music genres with admirable precision. Even to my untrained ears, the bass sounded crisp and tight, whether on Welshly Arms’ Legendary or Jailbreak by AWOLNATION.

Geeks out there would probably be at least intrigued, if not excited, to know that the Polestar 2 is the world’s first car with a built-in Android-powered operating system. It’s also possible to download additional apps from the Google Play Store directly to the car.

I liked that the user interface on the large central touchscreen was clean, responsive and intuitive; the matte surface retained visual clarity while preventing the tablet display from becoming a fingerprint magnet. The downside to this is that the air vents on the centre console are positioned behind the top of the touchscreen and point upwards instead of at the front occupants, although the fastback’s climate control system and insulated cabin worked well to keep temperatures cool even on warm days.

I could use voice commands to operate Google Assistant and perform hands-free adjustments of the car’s climate control system, or get directions on Google Maps. With Google Automotive Services, the navigation system would provide directions to my destination while accurately predicting the remaining battery level I could expect to have on arrival. Very useful, especially for drivers who often worry about the range of their EV.

On the subject of range, this press car is the Long Range Dual Motor (LRDM) variant, which packs a larger-capacity 78 kWh battery that gives it a more generous range; its two motors produce 300 kW–which is 408 hp in old money–and double the torque of its humbler siblings at 660 Nm delivered through the all-wheel drive system.

But the Polestar 2’s power delivery is gentle and linear at the low end – the ease of moderating the acceleration at low speeds reminded me of a conventional car, which made the first few moments of driving it out of the Polestar Space a less nervy affair. Once I found a bit of clear road ahead of me, I mashed the right pedal into the carpet to satisfy my curiosity and was not disappointed: the familiar shove of unadulterated acceleration in an EV only needed a committed right foot to complete the 0-100 km/h sprint in 4.7 seconds.

The Polestar 2’s one-pedal driving feature allowed me to alternate between Low and Standard in different environments to see how strong the effect of the regenerative braking was. I left it in Low most of the time – with enough of a distance between myself and the car ahead, I had little need for the formidable Brembo brakes to slow the car down on the highway or in the city.

While I didn’t have a hair-raising moment during my drive, it’s reassuring to know that when the accelerator in the Polestar 2 is released quickly, the brake pads are moved closer to the brake discs to shorten the reaction time. And if the brakes are applied suddenly, the system will anticipate the need for an emergency stop and provide additional assistance (if the brake pedal isn’t pressed hard enough) by automatically applying full braking power.

Large wheels and low-profile UUHP tyres are often a recipe for a harsh ride. Attaching them to sports suspension and dampers aren’t meant to help with ride comfort, but it could do worse than be fitted with the 245/40R20 Continental SportContact 6 developed for the Polestar 2 with the Performance Pack. The ride was firm but not uncomfortable even on the roughest of roads, and although the car’s 2,113 kg kerb weight is hard to ignore when it leans in the middle of a fast sweeping turn, the Polestar 2’s low centre of gravity and electric powertrain keep the car agile and exciting. It may not change direction the quickest, but it’s responsive enough to convince that switching to EVs doesn’t mean having to be resigned to joyless journeys.

Having covered a respectable distance over a weekend in the Polestar 2 and reduced its battery charge to 30%, it seemed like a good time to recharge the car while I had dinner. SP had partnered with Polestar and sponsored some charging credits for my review, and given it has the largest public EV charging network in Singapore (more than 480 charging points at over 100 locations ranging from shopping malls, entertainment venues and hotels to industrial and commercial buildings) at the moment, I easily found an available charging station on SP’s smartphone app. Although it was my first time using the app to recharge an EV, the process was familiar: open the charge port cover, remove the charging station connector from the dock and insert it into the car’s charge port, and scan the QR code on the charging station using the app. Once the charging process began, I went about my activities – a pop-up notification appeared when the car was done charging to 90% (the preset limit for optimal battery longevity) with a reminder to move the car from the charging lot in 30 minutes.

It wasn’t too long ago that Steve Jobs popularised the term “post-PC” and today, Polestar’s website uses the term “post-petrol car enthusiast” in identifying who the Polestar 2 LRDM is for. It’s hard to disagree with that. In some ways, the Polestar 2 represents a car that’s built for the future: it’s committed to sustainability not just in the propulsion technology of its vehicles but the selection and sourcing of materials for its manufacturing; and while its Android-powered operating system may not be fully matured yet, its ability to receive OTA updates mean it’s ready for what lies ahead. And if that means more cars like the Polestar 2, then there’s much for petrol-car enthusiasts like myself to be excited about in an electric future for automobiles.

Special thanks to Polestar Singapore for this opportunity.

The original version of this article can be read at Eat.Fly.Drive.

Alex Cheong

Alex eats a lot, travels a little, and drives cars that aren’t his on eat.fly.drive.

The post Geek Review: Polestar 2 appeared first on Geek Culture.

This is heavy! The DeLorean Motor Company (DMC) has revealed, via renders, its upcoming DeLorean luxury electric vehicle (EV), and of course, it has the iconic gullwing doors we’ve all come to love from the original version in the Back to the Future movies, and it looks amazing!

All that’s missing is a flux capacitor!

This new DMC should not be confused with the original DeLorean company of the same name, which went bankrupt in 1982. Though it’s no longer around, the ideas it had, of an ultra-modern looking vehicle are still very much alive today.

This new DeLorean EV, revealed in two colours, aims for a top speed of 155mph (250kph), with 0 to 60 in 2.99 seconds, and 0 to 88 (LOVE IT!) in 4.35 seconds, for some serious s#!t! It packs a 100kWh battery with 300 miles range on a dual-motor, all-wheel-drive setup. The price is expected to be at US$175,000, and production should begin at DMC’s San Antonio, Texas facility in the next few years.

That’s right – the car will only be ready in the future. Well, maybe we aren’t ready for it yet, but our kids are gonna love it!

The DeLorean EV was revealed early to people who signed up for early access on the DeLorean website. The public reveal will occur on 1 June, 12pm SGT (31 May, 9pm PT), with a formal showing at the Pebble Beach Concours d’Elegance car show on 18 August.

Jimmy Sho

Jimmy is on a never-ending quest to finish his ever-expanding library of games, but he keeps getting sidetracked by a mountain of books to read, and a trail of actual mountains he hopes to climb.

The post New DeLorean EV Revealed; Now All It Needs Is A Flux Capacitor appeared first on Geek Culture.

But only if you have more than US$500,000 to spare. A 1987 Lamborghini Countach 5000 QV, the supercar that many dreamt of owning in the 1980s, is now up on the auction site Bring a Trailer until 25 April.

Introduced in 1974, the Countach is the car model that made Lamborghini the recognisable brand it is today. It helped popularised the shape of supercars and still looks great today. Kids who loved supercars would gaze adoringly at the red Countach posters that adorn their bedroom walls.

The 5000 QV (Quattrovalvole) is the fourth version of the Lamborghini introduced during its 16-year production run. The car on auction sports the Bosch fuel-injected 5.2-litre Lamborghini V12 engine, a twelve-cylinder piston engine with four valves each (hence the name quattro valvole). It outputs 449 brake horsepower, a torque of 500Nm and is very, very loud.

Only 610 of the Countach 5000 QV were ever built, and only 66 of those came with fuel injection, so this is your chance to own one if you can outbid the current bid of US$500,000. For us, we’ll just settle for our Lamborghini Sián.

Jimmy Sho

Jimmy is on a never-ending quest to finish his ever-expanding library of games, but he keeps getting sidetracked by a mountain of books to read, and a trail of actual mountains he hopes to climb.

The post Remember The 1987 Lamborghini Countach 5000 QV? Now You Can Own It appeared first on Geek Culture.

DeLorean Motor Company, the American automobile manufacturer known for the DeLorean time machine featured in Back to the Future has announced an unveiling date for their electric vehicle. The original DeLorean was the only vehicle produced by the manufacturer in 1981, before it went bankrupt in 1982, and it has been a highly sought after model for car enthusiasts since.

The new electric vehicle was set to be displayed on the Concept Lawn at Pebble Beach on 21 August 2022. While that will still be happening, its premiere is brought forward by three days, so it will be revealed on 18 August 2022 at the Awards Ramp of the Pebble Beach Concours d’Elegance.

According to Troy Beetz, CMO of DeLorean Motor Company, “Excitement is rising like the doors of our iconic sports car, and we are revealing the next generation prototype three days earlier than planned on the most prestigious stage at Pebble beach.”

The teaser image shows the left shoulder and back tail light of the concept car, and its shape, while new, is still clearly DeLorean’s. This is a modern interpretation of a classic cultural icon. The name of the vehicle will also be announced in August, so car enthusiasts will have to wait eagerly in anticipation for now.

For now, you can pick up the official DeLorean Motor Company timepiece, the DMC Watch, or build the 1:8 scale Back to the Future DeLorean replica. There’s even a DeLorean LEGO set, DeLorean Autobot, and even in Playmobil form to collect.

Brandon Toh

Brandon shapeshifts between being a nerd and a geek like Mystique, but with fewer options. He reads an unhealthy amount of comics and manga, while playing a healthy amount of board games and video games.

The post DeLorean Teases Luxury EV Sports Car Unveiling On 18 August appeared first on Geek Culture.