Celebrity Life

The Carlyle hotel-inspired bolthole -- slated to open on the uppermost floors of Rosewood Hong Kong later this year -- will offer a blueprint for the eponymous group's vision of "a new kind of international members' club". We venture north of the harbour to discover just what that entails...

Hitherto, the Hong Kong ecosystem of private members' clubs has been split broadly between two camps: at one end, you have venerable institutions catered to the needs of the city's professionals (the FCC) and those who surround them (the KCC); at the other, a burgeoning array of social haunts meant to profit from the growing number of Silicon Valley types -- hawkers of crypto, CBD cafes, and other speculative investment opportunities -- who reside here.

Call me Debbie Downer, but neither feels like an especially glam place to visit. After all, such clubs justify their patronage by way of mostly pragmatic considerations: a convenient location; access to business networking opportunities; affordable gym membership; and so forth. This, as Rosewood Hotels CEO Sonia Cheng well knows is where Carlyle & Co. can break the mould -- by conjuring a little glamour into Hong Kong's mostly comatose members' club scene.

Best thought of as a kind of pied-à-terre to the Rosewood Hong Kong (spanning the 54th-56th floor of the hotel) Carlyle & Co. is, in effect, Cheng's answer to the boutique members' clubs that have dominated pop culture these last 20 years. In Hong Kong -- where bureaucratic red tape is frequent; and decent-sized real estate scant -- her hotel group's latest venture feels especially impressive -- if for no other reason than the sheer audacity of it all.

In recent weeks, the first details of the club's leviathan 25,000 sq. ft. premises have begun to emerge, inspired in broad strokes by the "intriguing, inimitable and ultimately indefinable" style of The Carlyle in New York (incidentally also a brand owned by Rosewood Hotels). To orchestrate this vision of Hong Kong-via-Manhattan, Rosewood turned to British designer Ilse Crawford, whose approach has imbued the club's many rooms with a light, playful sensibility -- affording each a healthy dose of individual personality.

For fusty decadents like yours truly, the gentlemen's spaces -- including a barber, shoeshine, and capsule store by an award-winning haberdasher -- hold immense charm -- even though they espouse just one of many eclectic visual styles members will enjoy each time they navigate the club. The aforementioned differ significantly from spaces like the Cabaret Bar and Sitting Room, both of which employ the medium of painting (by artists Jean-Philippe Delhomme and Christina Zimpel respectively) to celebrate The Carlyle hotel's legendary Bemelmans murals.

Supper & Supping

In the spirit of its progenitor, the various dining venues at Carlyle & Co. seem to be accompanied by an august sense of occasion. The crux of the action happens at the brasserie, which (like any decent club restaurant in Hong Kong) serves a medley of Western, Chinese, and all-day delicacies. Here, the focus is on simply cooking the freshest produce the club can source -- various of the small plates are smoked, cured, or otherwise preserved in-house -- yet it's hardly the most theatrical outlet. That honour belongs to Café Carlyle, an intimate supper club intended as the local chapter of the eponymous tippling destination in New York. Members can expect this to be the repository of the club's live musical programming, which (consistent with the historic acts that have taken to the stage at the Carlyle hotel) will include an assortment of uniquely American artforms like jazz, funk, and blues.

Members craving a dose of sunshine can also take a selection of food and drink on the club's 55th-floor terrace, which (much like the Rosewood property at large) enjoys the sort of view that's conducive to sonnet writing or spontaneous tears of joy. Flanking one end of that terrace, you'll find the local chapter of Bemelmans Bar. Like its namesake, the menu here is split roughly equally between fine wines, punchbowls and classic cocktails; though, at the weekend, you can expect a certain frenetic atmosphere to take hold, as the space merges with the terrace for live DJ performances against the backdrop of Victoria Harbour.

Cosy quarters, brimming with personality

Though Carlyle & Co. members can easily book themselves into one of the 400-plus rooms at the surrounding Rosewood property, the entire 54th floor of the club is given over to eight themed suites -- all of which celebrate the history of The Carlyle hotel. More or less equal in size, each offers an inviting and distinctive interior personality. If you're retiring following an evening spent drinking (one too many) Martinis for instance, the 'Tommy' seems an apt choice -- named for and inspired by the legendary Bemelmans bartender Mr. Tommy Rowles. Other known personalities include Dorothy Draper, the original 'modern Baroque' decorator of The Carlyle's interiors; and Eartha Kitt, the renowned actress and Broadway musician. For dedicated students of café society, a stay in every single suite would seem like money well-spent.

A variety of membership packages are available at Carlyle & Co., with or without health club membership. To learn more about rates (or inquire about eligibility) visit Carlyle & Co. online.

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There’s a purity about the cockpit of a McLaren that reduces the concept of “driver focussed” almost to the bare essentials. You sit low to the ground, wielding a small steering wheel of handlebar simplicity, one that’s devoid
of buttons and switches. You briefly glance through the wheel at a compact instrument display and then return the attention to where it should be, the road ahead, which rushes relentlessly towards you through a vast expanse of glass. Three simple buttons control the transmission’s basic functions, an arrangement so straightforward, intuitive and uncluttered that even a child could understand it. Everything feels immediate, unmediated and exhilarating; everything unnecessary has been discarded.

Comfortably slotted into the McLaren GT’s driving seat, wheel in hand and ready to go, it all seems so familiar that I’m wondering how this car – which, we’re told, takes the British supercar manufacturer into what is, for it, largely unexplored territory – is significantly different from any other of the company’s machines. Grand tourers are customarily large, luxurious and rather heavy, with an engine at the front and sometimes room for as many as four passengers, whereas McLarens aren’t any of those things – and nor, with its mid-mounted engine, two-seat carbon-fibre monocell, scissor doors and a weight that only slightly exceeds a tonne-and-a-half, is this one. Is this really a GT, or is it a supercar in disguise?

Unveiled in the summer of 2019 but still rare on the highway, the McLaren GT follows on from the lovely if short-lived 570GT, the latter a slightly more spacious and refined version of the entry-level 570S. Although a step in the right direction, that early attempt at a more liveable, practical and daily-driving Macca – one that could also handle longer journeys with ease – evidently didn’t go far enough in fulfilling the brief. So back to the drawing board went design director Rob Melville who, after reworking the basics that have gone into every one of the company’s vehicles during the past decade (namely a mid-mounted twin-turbo V8, a seven-speed dual-clutch gearbox and the aforementioned carbon tub), came up with a more fully realised interpretation of what a long-legged tourer bearing the McLaren logo should look like.

Given the underpinnings, it’s no great surprise that the GT is instantly recognisable as a McLaren – and especially so when viewed from the rear – though to achieve a more classic and graceful demeanour, Melville’s team softened and relaxed the corporate design language, adding a few centimetres in length and an integrated rear spoiler. Ground clearance was raised, not solely for aesthetic purposes but also to clear ramps and speed bumps (there’s an electro- mechanical lift, too, which can elevate the nose), the car rides on elegant 15-spoke alloys, and a large rear radiator intake on each flank replaces the more usual profusion of scoops and vents. The result of their efforts is really rather gorgeous.

Locating the engine behind the seats does not, of course, do wonders for an automobile’s luggage-carrying capacity, though it should be said that the front boot of even the most hardcore McLaren is large enough to accommodate a medium-size suitcase. However, by mounting the power unit and gearbox lower in the chassis, the designers freed up sufficient room on the rear deck to carry a couple of decent-sized bags, as well as the set of golf clubs considered de rigueur for any self-respecting GT. All told, there’s about 570 litres of usable storage space in the car, which compares favourably with some compact hatchbacks and should be sufficient to transport a couple’s belongings for journeys of at least a few days’ duration (if working out how and where to store what proves too much of a headache, McLaren can also supply a matched set of cases that should help solve the problem). It’s a shame, though, that there’s almost nowhere to stash oddments in the cabin.

Indeed, when compared with many of its rivals the McLaren’s interior would be best described as “intimate”, though with light streaming through the steeply raked windscreen and tailgate, as well as upper-door glass panels that form much of the car’s roof, it certainly feels airy and spacious. Although the interior design is restrained and contemporary, eschewing the old-school wood veneers favoured by so many of its rivals, fittings and finish are more sumptuous than on any other McLaren I’ve driven. Trim and material options range from a choice of leathers to Alcantara and a hard- wearing “next-generation” luggage-bay lining that goes under the name SuperFabric – and even softly tactile cashmere.

On my test car, top-quality hide covers many of the surfaces, with beautiful stitching, bespoke knurled-metal switchgear and brushed- aluminium speaker grilles on the B&W hi-fi all adding to the luxurious ambience. The memory seats, which are set higher than on regular McLarens, provide a reasonable degree of adjustment and support; they fit me cosily but could prove narrow for the average plutocrat, who may also find entering and exiting the low cabin challenging (those trademark scissor doors, however, look unbelievably cool even after all these years).

Grand tourers are, by definition, meant to be fast but the McLaren GT takes performance and handling into an envelope more typically occupied by supercars. Output from its 4-litre biturbo V8 may have been dialled down by around 100 horses to 612bhp, but with a 0-200km/h acceleration time of just nine seconds and a maximum speed of 326, it’s still blisteringly rapid. However, with the full whack of torque available only above 5,500rpm and a discernible degree of low-end turbo lag, you’ll occasionally find yourself resorting the gearshift paddles to keep things moving. Unless working hard, the McLaren V8 has never been the most tuneful of high-performance engines either, so the GT’s enhanced sound deadening entails few aural sacrifices; indeed, if sitting in the car for hours on end you’ll find the muted noise from the engine a blessing.

Speed aside, it’s in the areas of handling, refinement and engagement that this car really convinces, for it’s doubtful that any front-engine rival can match its honed sharpness and balance, the pin-point accuracy of its steering and, thanks to the centrally biased weight distribution, the enormous velocities it can carry into corners. Although lower geared than on “normal” McLarens, the hydraulic steering is stunningly direct and linear, transmitting minute changes of direction to the front wheels instantaneously, while telling your fingers everything they need to know about the road.

And then there’s the ride comfort, long a McLaren strength and no less evident on the GT, especially when the softest suspension setting is engaged. Although eschewing the clever hydraulic damping of the company’s supercars in favour of traditional anti-roll bars, the adaptive suspension soaks up bumps and imperfections like a limo – which is surely as key a requirement for a grand tourer as the ability to barnstorm continents. Brakes, though somewhat numb in feel and fettled with steel rather than carbon-ceramic rotors, are reliably capable of hauling off speed time and again, and all-round visibility is excellent.

If your idea of a grand tourer is loading up and disappearing across the horizon with your partner for weeks on end, you’ll be looking elsewhere – a Bentley or Aston would be the obvious choices. But if your far-flung forays are shorter and less ambitious, look no further. Although compromised in both space and practicality, the McLaren really is capable of gobbling up the miles at ridiculous speeds and in limousine refinement and comfort. Think of it less as a traditional gran turismo and more as the supercar you’d want to leap into, drive and – just as important – be able to live with day after day, and you’ve got the appeal of this deeply impressive and utterly involving automobile in a nutshell.

MCLAREN GT

ENGINE
Biturbo 4-litre V8
TRANSMISSION
Seven-speed dual-clutch
MAX POWER
612bhp
MAX TORQUE
630Nm @ 5,500-6,500rpm
MAX SPEED
326km/h
ACCELERATION
0-100km/h in 3.2 seconds
KERB WEIGHT
1,530kg
PRICE
From HK$3.5 million

Images by Christiaan Hart

The post We Took a Drive on the McLaren GT, a Bold Attempt to Re-write the Gran Turismo Rulebook appeared first on Prestige Online - Hong Kong.

Similar to mental health, ride wellness is Mercedes-Benz’s idea that the driver has to be at his optimal best. And the E 200 is a step in that direction.

The post With the new E 200, Mercedes-Benz is focusing on ride wellness appeared first on The Peak Magazine.

Similar to mental health, ride wellness is Mercedes-Benz’s idea that the driver has to be at his optimal best. And the E 200 is a step in that direction.

For more stories like this, visit www.thepeakmagazine.com.sg.

McLaren 720S Spider

Engine: 4-litre twin-turbo V8 transmission: seven-speed dual-clutch max power: 710bhp
Max torque: 770Nm @ 6,500
Max speed: 341km/h
Acceleration: 0-100km/h in 2.9 seconds
Kerb weight: 1,468kg
Price: from HK$5,137,000

It’s not often that someone tosses you the key to what’s very possibly the world’s best supercar, tells you to knock yourself out for the next five days and then sends you off with a wave. OK, so that’s not exactly how it happens when I pick up my 720S Spider at the McLaren factory in southern England, but it’s near enough as dammit.

In fact, as the key to my 720S loaner has already been tucked away in its seat-front pocket, McLaren’s genial PR Paul Chadderton confines himself to demonstrating how I can dim and lighten the electrochromic glass in the retractable roof and operate the vehicle lift (a must-tick option in a country where speed bumps are almost as common as street lights), before injecting a necessary shot of reality into the proceedings by suggesting -- in the nicest possible way, of course -- that I might try not to damage the car’s stunning 10-spoke lightweight alloys. That done, Chadderton really does send me off with the instruction to “put some miles on the car -- that’s what it’s for -- and we’ll see you Monday. Enjoy!”

Enjoy, the man says. So I ease myself into the low-slung, snug-fitting sports seat -- left leg into the footwell first, then backside gently over the carbon-fibre sill and on to the cushion, and finally in with the right leg -- then reach up to swing the butterfly door down to the closed position and, foot firmly lodged on brake pedal, press the starter button that’s prominently located on the slim centre console. Just centimetres behind me, four litres, eight pistons, four camshafts, 32 valves, a flat-plane crankshaft and a pair of rapidly spooling Mitsubishi turbochargers burst into noisy activity. Oh. My. God.

If merely getting into and starting up a McLaren 720S is an event in itself, then driving one is rarely less than epic. It’s not merely a case of having the wallop of 710bhp and 770Nm available beneath your right foot, though that certainly helps. There’s also the carbon-fibre monocell, which marries lightness with incredible strength and rigidity (and thus, not so incidentally, rendered the task of slicing off the roof for the drop-top Spider version a relative cinch), as well as the adaptive hydraulic Proactive Chassis Control, a complex cross-linked system that’s been progressively honed since the 2011 launch of the McLaren 12C to provide that elusive combination of class-leading handling and superb ride quality. All of which, in layman’s terms, means the 720S Spider is about as advanced as road-car technology circa 2019 can get.

And then there’s its styling, for which the word “sensational” seems barely an adequate description. McLaren’s former design chief Frank Stephenson, who was key to the 720’s conception, drew inspiration from the natural world (he’s said to have shipped an enormous stuffed sailfish to the factory after a Caribbean vacation), and there’s something almost animate about the Spider’s sweepingly curvaceous body and the profusion of gaping nostrils and slender slats that force the air flow into, out of and over it, not only to cool engine, transmission and brakes but also to minimise wind resistance, as well as plant the machine more firmly on the tarmac.

The headlamp clusters resemble blankly staring eye sockets, which is hardly surprising as they also incorporate large air intakes, as do the 720’s ingeniously designed double-skin doors, which when opened rise up like the wings of a bird taking flight. So yes, it looks other-worldly -- I’m sure I’m getting more attention driving this Aztec Gold Spider than if I were skimming above the motorway aboard a UFO – but everything’s there for a reason: that active tail wing, for example, not only extends automatically at speed for greater rear-end stability but also assists during heavy braking by flipping up almost vertically, much like the spoilers on an airliner as it touches down.

If all of that, plus the facts that the 720S will reach 100km/h from a standstill in a hypercar-quick 2.9 seconds, double that speed in slightly less than eight and max out at around 340 (that’s with the roof up; with the top down you’ll be travelling some 16 klicks slower), sounds intimidating then worry not. This may be one of the most fearsomely fast and focused automobiles you can buy today -- a car that, technologically speaking, is far more racetrack than road -- yet it’s also incredibly civilised and unbelievably easy to drive. Touch the D and Active buttons, and set the chassis and powertrain modes to Comfort, and the Spider wafts on its hydraulic underpinnings as smoothly as an S-class, happy to dawdle at 40 in fifth or sixth, or even just 30. Whether the roof is up or down (it raises and retracts electrically in just 11 seconds, slotting in neatly behind the seats and above the engine) and partly thanks to the glass flying buttresses behind the Spider’s cabin, all-round visibility is superb, too -- or at least compared with every other supercar I’ve driven.

As with all its cars, McLaren has kept the interior simple. It’s snug, comfortable and, of course, classy, with plenty of carbon to savour on wheel, paddles and around the instruments -- as with the Coupe, the display rotates to show either a full digital suite or a minimalist linear version that’s automatically employed when Track mode is engaged. Unadorned with switchgear, the small wheel is absolutely perfect, as are the long gearshift paddles that turn with it; in fact, my only complaint concerns the fiddly electric adjusters for the otherwise excellent seats, hit-or-miss affairs that are tucked down at one corner and, as you can’t see them, utterly impossible to fathom. Although the portrait-format infotainment screen looks familiar it seems to work far better than I remember, probably due to updated software -- and, ah yes, there’s a bespoke B&W 12-speaker sound system that I assume can rupture my eardrums, but I have to confess that I hardly ever turn it on.

And that omission, of course, is down wholly to the fact that the 720S Spider is so intoxicating that I really don’t have the inclination to do anything other than drop the roof and drive. It’s an astonishing motor car, so crazily fast, so agile and so alert in its responses that the human brain of advanced age (i.e., mine) can barely keep up with it. There is, to be absolutely honest, a spot low down in the 4-litre V8’s rev band when in a higher gear you might find yourself momentarily waiting for the compressors to kick in, but at anything north of 2,500 (and it’ll rev beyond 8,000) you’re riding a category-10 typhoon of twist and horsepower, thrust back in the seat by the relentless momentum while laughing at the insanity of it all.

In my five days with the 720S Spider, I find myself avoiding motorways, just so I can power up towards roundabouts and then brake ridiculously late, the fat Pirellis compressing against the road surface as the brake pads bite on the huge carbon-ceramic rotors and the rear spoiler flips up vertically, slicing off speed as if I’m being pulled back by a huge invisible hand. And then back on the accelerator through the junction and, punching forward as I snap up through the gears of the seven-speed dual-clutch box, I realise I’ve left four or five cars in my wake that might as well have been standing still. It’s only on the backroads of South Wales that I proceed with some caution, mainly because the army trucks and tractors coming at me around blind corners are even wider than I am.

There’s so much to savour here, from the beautifully calibrated electro-hydraulic steering that’s race-car quick, precise and superbly feelsome, as well as the fabulous suppleness of the McLaren’s underpinnings, to the reassurance that (unless your name is Senna, Hamilton or suchlike) its abilities are so much greater than yours are ever likely to be. It covers so many bases, too, effortlessly slipping from leisurely boulevardier to rip-snorting racer and, thanks to the torsional stiffness of its carbon construction, emphatically giving the lie to the notion that droptops are “soft”. Short of loading it up with people and stuff -- there are only two seats and storage space is by definition limited, though there’s room for my medium-size suitcase in the front – there’s really nothing that this incredibly talented machine can’t do.

As instructed, I do put miles on the McLaren 720S Spider -- around 800 (which, in real money, works out at about 1,300km), to be more or less exact -- and there isn’t a moment when I’m not enthralled. Because if there really is a supercar out there that can match its extraordinary capabilities, I’d be very much surprised.

The post How to Fall in Love in 2.9 Seconds: Drive The New McLaren 720S Spider appeared first on Prestige Online - Hong Kong.

How to Find a Reliable Used Car on a Budget The world of used cars can be a confusing one. With pushy sales people and so many different models to choose from, how are you supposed to know what to buy? Add to this that a family car, needs to be reliable, comfortable and spacious […]

The post How to Find a Reliable Used Car on a Budget appeared first on Upscale Living Magazine.

It’s been two years since we got behind the wheel of the Lexus RC 350 F Sport. But it’s a drive we remember because, one, our test ride was a striking orange; and two, the drive got our adrenaline going when the engine growled.

But with our high car taxes, it only makes sense for Lexus to bid the 3-litre RC farewell and introduce the new 2-litre turbocharged Lexus RC Turbo to give drivers more value for money. Smaller engine size equals lower charges, but does that mean we’ll also get less of a thrill in our drive?

As we get into the driver’s seat, we keep our fingers crossed that it delivers the same excitement its predecessor did.

Thankfully, there is no disappointment to be had.

The RC200t, more affectionately known as the Lexus RC Turbo, graced us with its presence at the Singapore Motor Show in January. The car still maintains a confident stance, and bears a similar handsome design — with some tweaks made to the headlamps and grille — we were fond of in the F Sport.

SEE ALSO: Lexus's first-ever LC comes to Singapore

We’d be lying if we say power under the hood is exactly the same with a downsized engine. On paper, the Lexus RC Turbo churns a modest 241 horses and 350Nm of torque, whereas the RC350’s V6 powertrain delivers 312bhp and 378Nm. What’s more, while both cars promise a top speed of 230km/h, acceleration measures 7.5 seconds for the turbo, which is more than a second slower than the RC350.

That said, the RC Turbo is far from sluggish. You’ll be surprised to even learn that compared to rivals the likes of BMW and Mercedes-Benz, this Lexus is about 150kg heftier. Moving off from a stationary position, the coupe is nimble on its feet and takes on corners just as well as its predecessor and brand rivals in its segment. Steering is precise, making the car stress-free and easy to handle on our roads. Ride quality also hasn’t been compromised in any way.

Sure, it doesn’t provide the delightful growl under the hood as the F Sport but gearshifts are quick and smooth for a pleasant daily drive. Switch between the three modes in the car’s Drive Mode Select system — Eco, Normal and Sport — to suit your driving mood for the day.

It’s obvious the Japanese premium automaker pays much attention to the comfort level in its cars. Seated in the cabin, you’ll enjoy the wonderfully quiet acoustics we’ve grown accustomed to for Lexus cars. Noise level on the outside is also kept to a minimum. Plush perforated leather adorn the seats, adding distinction to an already cushy ride.

That said, taller-than-average passengers may find it a little bit of a challenge getting in and out of the rear seats. Then again, this is a coupe, after all.

As an everyday sports car, cargo room is at a sizeable 423 litres to hold your daily loot. So while this car is a fun ride to go cruising down the expressways with, it’s also a practical one that you’re able to take to the office or on grocery runs too.

SEE ALSO: Introducing Lexus' latest F car: The GS F

On the dashboard, the usual infotainment display has been simplified, with the Lexus Remote Touch control making way for a simple rotary selector. Its 7-inch infotainment monitor is easy to use and comes with a reverse camera.

While the car is adequately equipped with great technologies that help make driving easier and safer — with features such as dual-zone climate control, ambient lighting, eight airbags and a keyless system — Lexus has, however, removed the SatNav system, something that many of us rely on to get around. We’re hoping that if there’s a facelift planned in the near future, this convenient feature will be reintroduced.

Another gripe is the lack of memory seat function, although the front seats do come fitted with switches to electronically adjust and control seat positions.

No matter though — this is a car you’ll want to keep all to yourself anyway.

The post Test-drive: Lexus RC Turbo appeared first on Prestige Online - Hong Kong.

Pulse-racing, fast, and striking–Lamborghini Paramus, a member of Prestige Motors, puts VUE behind the wheel of the 217-mph Lamborghini Aventador S. There are few thrills in life that can equate to pushing that V12 to its 8,400 rpm limit. Like an untamed electrical current, its vibrations can be felt grappling deep within your body’s chemistry–a […]

The post Street Dreams – The Lamborghini Aventador S appeared first on VUE magazine.

MIT spin-off Nutonomy made waves by bringing self-driving vehicles to Singapore. Here's the low-down on the latest tech and what your future drive could look like.

The post Behind The Self-Driving Cars on Trial in Singapore appeared first on The Peak Magazine.

MIT spin-off Nutonomy made waves by bringing self-driving vehicles to Singapore. Here's the low-down on the latest tech and what your future drive could look like.

For more stories like this, visit www.thepeakmagazine.com.sg.