Miscellaneous classics #14: Hyundai Porter H100

Many people may not make a second glance at the numerous lorries/trucks on our roads, except when they are going too slow for our liking. However, as my aim is to try and document old vehicles in Singapore, I felt it was appropriate to spotlight this humble 2000 Hyundai Porter H100 that is no longer around...

 

The Hyundai Porter (also known as the H-100) was first released in 1977 as a truck or minibus. The second-generation model was a rebadged Mistubishi Delica, after the restriction on South Korea's automobile industry was lifted. Round headlights were installed on the third generation and the steering wheel was similar to the Sonata during that time. 

 

For the fourth generation, it was called the New Porter and a facelift was given. The cab was changed to be the same as the Hyundai Grace van and Anti-Lock Brake System were applied. Side decals and automatic transmission were made available in 1999. A few engines were offered, with this unit being powered by a 2476cc D4BF i4 engine. It was 4750 mm long and had a net weight of 1580kg, with a maximum weight of 2850kg.

 

Production of the fourth-generation Porter ended in 2004, though you may be able to see the similar-shaped Inokom Lorimas which was licenced-built in Malaysia from 2000. While the fourth and fifth-generation Porters were sold in Singapore, none are known to be left as they have passed the 20-year statutory lifespan; you would probably have better luck seeing them in Korea or developing countries. Even though people may not care too much about trucks, this picture will serve as a memory to the time these workhorses plied our roads!

More than an old car #232: Renault Fuego

It always gives me much pleasure to spot cars after a stressful week, especially when I see vehicles that I have never come across before like this 1981 Renault Fuego GTX: I had never heard of it before and it took a while to appreciate its uniqueness, especially when it is almost forgotten on the roads! 

Launched in 1980, the Renault Fuego arrived at a time when European manufacturers were experimenting with aerodynamic styling and front-wheel-drive practicality. Built as a sporty successor to the Renault 15 and 17, the Fuego was designed by Robert Opron, who was the same mind behind some of Citroën’s most distinctive shapes such as the SM. Fittingly, Fuego is the Spanish word for 'fire': the result was a sleek, wind-cheating coupe with a drag coefficient as low as 0.32 in certain variants which was impressive for its era. 

Unlike traditional rear-wheel-drive sports coupes of the time, the Fuego was based on the Renault 18’s platform, meaning it combined sporty looks with everyday usability. It featured a unique large glass hatch, folding rear seats, and a surprisingly airy cabin thanks to its expansive windows. Interestingly, it was the first car in the world to be equipped with remote central locking, which is something that we take for granted today. Higher trims came equipped with features that were ahead of their time such as steering wheel-mounted audio controls and even a trip computer in some markets.

The Fuego was offered in multiple engine configurations and trims over its production run, ranging from a modest 1.4-litre inline-4 to the more spirited Fuego Turbo and GTX. The GTX packed a 1,995 cc Douvrin Type 829 i4 engine, allowing it to reach a top speed of 192 km/h and a 0–100 km/h time of 11 seconds. It was 4365 mm long and weighed 1080 kg, with a fuel consumption of 8.2 litres / 100 km; this gave the sleek coupe genuine performance credentials to match its looks.

Production of the Fuego ended in Europe in 1986, though it continued in Argentina until 1992. In total, 265,367 units were produced -- healthy numbers at the time, yet sightings today are rare, especially in right-hand-drive markets. Rust, neglect, and the passage of time have quietly thinned the herd. Fuegos were sold in Singapore from 1981, where the GTX model retailed at S$41,400 by Exklusiv Auto Pte Ltd. Local reviews praised its sleek look, instrument panel display, spacious interior and suspension, though there were gripes about the rough gear change and slight sluggishness when accelerating.

This particular example was imported from the UK and appears to have been off the road since 1995; incidentally it is the only one here currently as no original Singapore units are left. Although Fuegos may not be as well-revered as Porsche's 944 nor Alfa Romeo's GTVs, they are a reminder of when Renault dared to mix sharp styling, practicality, and turbocharged flair in one affordable package. I hope you will be able to see it back on the road, because cars like these deserve to be seen, driven, and remembered!

More than an old car #231: Audi A3 8L

 

Given the ever-growing number of old cars in Singapore, there are bound to be some that I have no idea of its existence, and one cannot help but marvel at these 2 surprisingly preserved 1998/2000 Audi A3 8L!

First introduced in 1996 at the Paris Motor Show, the A3 Typ 8L marked Audi's return to small cars after 19 years. As part of the Volkswagen Group, the A3 shared a platform and closely resembled the VW Golf Mk4. Initially, the A3 was only available as a 3-door hatchback: this was done to give the model a sportier image and differentiate it from the Golf. 4 different grades were offered with a few engine selections: the Attraction was the base model with 4-spoke steering wheel and aluminum wheels in a 10-hole design while the S-Line was top of the line with a 3-spoke leather steering wheel, lowered height and 9-spoke wheels.

A 5-door hatchback appeared in 1999 and the sportier S3 also made its debut, which was powered by a turbocharged engine. There was a facelift done in 2000, with changes to the headlights, taillights and addition of a head airbag system among other things.

These 2 units were powered by a 1595 cc EA827 series i4 engine, allowing it to reach a top speed of 183 km/h with an 0 to 100 km/h timing of 12.8 seconds. With dimensions of 4152 x 1735 x 1427 mm, weighing in at 1090 kg (for 3-door) and 1135 kg (for 5-door), and fuel consumption of 8.6 litres / 100 km, it had decent economical performance which would have been a good fit for a prospective owner looking for a premium compact hatchback. 

Production of the A3 8L ended in 2003 with about 913,000 sold, though it continued to be made in Brazil until 2006. The A3 8L was first sold in Singapore in 1997, where it retailed at S$123,000 by Motor Ultima, the former Audi dealer; the 5-door hatchback was sold later in 2000 by Premium Automobiles. It is believed that these 2 units are the last ones here: I have not come across pictures of other units on the road and none were also sold on online marketplaces. Amazingly both are still registered as of writing, though I cannot tell if they are on a 5 year or 10 year COE cycle. 

While Audi A3 may not have the cult following of a hot hatch icon or the visual drama of a sports car, it proved that luxury could be compact and performance could be practical. It paved the way through unchartered territory for numerous compact cars such as the Mercedes A-Class and BMW 1 Series. I hope you will have a chance to see these 2 humble icons some day!

More than an old car #230: Mercedes Benz C215 CL55 AMG

Given the huge backlog of cars that I have, there may be a likelihood that some cars which I have seen before are no longer here, and this 2000 Mercedes Benz C215 CL55 AMG is unfortunately one of them...

Launched at the Geneva Motor Show in March 1999, the C215 was the second generation of Mercedes’ luxury coupe (CL comes from Coupe-Luxury). The CL name had appeared in June 1996 (1997 for the American market) on the W140 series on the CL 500 and CL 600 models. 

It was the first car in the world with Active Body Control active suspension, which minimises rolling, pitching, and squatting movements of the body. Designed by Bruno Sacco, it also featured a unique pillar-less design with no B-pillar. It was also the first car in the world with both low beam and high beam High Intensity Discharge headlamps. Various engine types were offered with the lowest capacity in the CL500; there was also exclusive versions such as an F1 Limited Edition of the CL55 AMG, featuring carbon-ceramic brake discs. The C215 had a facelift in 2002, featuring a revised grille and taillights, along with engine upgrades.

It was powered by a 5439 cc M115 V8 engine, allowing it to reach a top speed of 250 km/h with an acceleration of 6 seconds. It was 4993 mm long and weighed 1795 kg, with a fuel consumption of 13.4 litres / 100 km.

Production of the C215 ended in 2006 where it was replaced by the C216 generation; 47,984 were made of which 6,380 were the CL55 AMG. CL55 AMGs were brought in by the Mercedes dealer Cycle and Carriage, though it did not appear to be advertised openly. 

This unit is a pre-facelift model and was the last unit left here before it was most likely exported. C215s are considered rather obscure, especially so when they were also very expensive upon release: the open market value of a CL500 was S$123,617 in 2000, which was only overshadowed by the Ferrari 360, Porsche 911 and Aston Martin DB7 at that time. I last saw it in 2019 and it was one of the cars that I wanted to write about, just that I didn't have the time previously. While this car may not be here anymore, I hope that this will be a lasting snapshot of this unicorn that used to roam our shores!

 

 

More than an old car #229: Daimler SP250 'Dart'

Even as we enter the new year, I am constantly grateful for your support and interest for old cars in Singapore, and I hope to continue sharing more unique models along the way. Naturally I was compelled to share this 1963 Daimler SP250, which was an entirely accidental spot!

In 1956, Edward Turner was appointed as the chief executive of BSA's (Daimler's parent company) automotive division. As part of his task to design a saloon car powered by a V8 engine in order for Daimler to become more appealing, a prototype known as the DN250 was created. Initially, it was supposed to be named as the Dart but Chrysler had a copyright claim on it; it was subsequently renamed as the SP250 (the official project number).

A few prototypes were designed before the first production unit was unveiled at the New York Motor Show in 1959. The original version, later known as 'A-spec', did not come with front bumpers. Instead they were fitted with chromium-plated 'whiskers' and two short rear bumpers. A-spec cars were noted to have excessive body flex when cornering, causing the doors to fly open. In 1960, this was addressed with a strengthening hoop between the A posts and an adjustable steering column, known as B-spec. C-spec cars appeared in 1963 and were fitted with a heater/demister and cigarette lighter as standard, though these were also optional extras prior to 1963.

The SP250 was also subject to various modifications by coach builders, such as a coupe and bodywork added on the front and rear. Furthermore, a prototype known as the SP252 was also made but Jaguar did not bring it to production fearing that it would overshadow it's E-Type. SP250s also saw much use in races and it's engine were also transplanted on other racing cars. Interestingly, around 26 were used by the Metropolitan Police in London, where they used by the Traffic Department to catch up with speeders.

The SP250 was powered by a 2548 cc V8 engine, allowing it to reach a top speed of 200 km/h with an acceleration of 8.8 seconds. It was 4077 mm long and weighed 1000 kg, with a fuel consumption of 13.7 litres / 100 km.

Production ended in 1964 with 2,654 made, of which about 1,453 were in RHD. This fell far short of Daimler's original forecast of 1,500 in the 1st year and 3,000 in each of the 2nd and 3rd years of production. An SP250 was tested in Singapore in 1961, where the reviewer was impressed by its acceleration, leather bucket seats and good visibility; it was also retailing for $11,640. 

This particular unit appears to have been imported before 2009 if the registration number is correct, and is also very rarely seen in public. Being able to see this car had always been on my bucket list ever since I knew of its existence, and I was fortunate to finally lay eyes on it when it was at a workshop. Although it may not have looked the best compared with other cars of its era, it represented a moment when Daimler dared to challenge convention by combining advanced engineering, bold performance, and unmistakable character. While it has disappeared again, I hope that you will be able to come across this rarity some day!

More than an old car #228: Ferrari 412

Ferraris are generally famous for their sporting pedigree and have also made their way into the general consciousness as being a brand for the truly rich. However, Ferrari also catered to the family unit with their rather less famous range of cars with 2+2 seating, including this 1989 Ferrari 412! 

The genesis of the 412 began way back in 1972 with the introduction of the 365 GT4 2+2. Ferrari engaged its styling partner Leonardo Fioravanti at Pininfarina, whose three-box or sedan-style design differed from it's fastback predecessor, the 365 GTC/4. The bodies were steel with a fibreglass floor; they were manufactured by Pininfarina at Turin before being shipped to Modena for assembly. They could fit 4 adults comfortably and were geared for luxury with aircon, extensive wood trim and extensive wood trim.

 

Over the years, it evolved into the 400/400i and eventually the 412. The engine was bored 1 mm, increasing its displacement to 412 cubic centimetres for each cylinder hence leading to its name. The body was altered with a raised rear deck, increasing the boot space. Other modifications included body coloured bumpers , deeper spoiler at the front and window trim changed to black. Both manual and automatic versions were offered, though the transmission type was not labelled on the outside unlike the 400. 

 

The 412 was powered by a 4943 cc Colombo F101E V12 engine, allowing it to reach a top speed of 245 km/h with an acceleration of 8.3 seconds (0-100 km/h). It was 4810 mm long and weighed 1810 kg, with a fuel consumption of 18.2 litres / 100 km.

Production of the 412 ended in 1989 with 572 made, with an estimated 82 automatic units in RHD. This unit is an original Singapore unit and is understood to be the only one here currently; it was taken off the road many years ago and appears to be undergoing restoration. It was surreal for me to see it again after almost 10 years and part of me wonders if the 412 number plate it used to carry will still be used. While models like the 308 and Testarossa are more sought after, the 412 is now gaining recognition among collectors who appreciate its elegance, usability, and historical significance. Hopefully you will be able to catch this rarity on the road soon!

 

 

Miscellaneous classics #13: Condiesel LARC 'Ducktours'

While it has been said that there is not much to do in Singapore, I always see throngs of tourists at our attractions. One may also have noticed the bus tours run by Big Bus Singapore, where open-top buses bring tourists to various attractions. You may have noticed the huge boat-shaped vehicles with a duck face at the front: one moment cruising through city streets, the next splashing into the water. The Ducktours have become so ubiquitous of our tourism landscape over the years, and after much research, I was able to understand more about the history of the 1973 Condiesel LARC-V! 

Developed by the US Army Transportation Research Command in the late 1950s, the 'Lighter, Amphibious Resupply, Cargo, 5-ton' or LARC-V was first produced in 1963 by Le Tourneau-Westinghouse and later Consolidated Diesel Electric Corporation. There were also 2 other types of LARCs, namely the XV and LX; for brevity further mentions of 'LARC' refer to the V version. 

LARCs were initially intended for use in rivers and protected waters in support of amphibious operations, which later evolved to surf zone salvage and survey diving operations. They were made from aluminum alloy, for enhanced corrosion resistance and lightweight buoyancy. Based on publicly available US Army manuals, they were also capable of traversing sand and coral beaches, go off-roading and operate in both arctic and tropic climates. Interestingly, LARCs were not developed as a dive platform, thus it was unable to provide optimal dive support.

LARCs were extensively used during the Vietnam War, as support for logistics and manpower build-up. This involved the shuttling of ammunition, fuel and general supplies. Its amphibious nature allowed the US Army to reduce the dependence on compromised harbours. As the US withdrew from Vietnam, many units were destroyed to prevent the North Vietnamese forces from using them. Post-Vietnam war, LARCs were also deployed elsewhere such as Argentina during the Falklands War, though they are not used as much within the US.

LARCs were powered by a 903 cubic inch (14,798 cc) Cummins V-903C V8 engine, producing 295 horsepower. It could reach a top speed of 30 mph (48 km/h) on land, and 9.5 knots (17.6 km/h) in water. It was 35 ft (10,668 cm) long and 10 ft 2 in (310 cm) tall, with a maximum gross weight of 30,000 pounds (13,607 kg).

About 968 LARCs were made, though it is estimated that less than half still exist. Today, LARCs are still used by Australia (for Antarctic resupply operations and soldier training exercises), the Philippine navy, Portugal and Singapore. Approximately 100 are privately owned and used for tourism such as our Ducktours, though it is believed that the Singapore Army still has a small fleet of LARCs. 

The LARCs that are currently used by Ducktours were made between 1973 to 1977, for use by our army. 7 units were withdrawn between 2000 to 2002 and subsequently converted by VMD Pte Ltd, the first two units entered service in June 2002. It appears that the engine was also changed along with the installation of chairs and canopy: engine capacity was noted to be 9500 cc, with an unladen weight of 10,960 kg and maximum laden weight of 13,140 kg. Only 5 Ducktours LARCs remain as of writing, and all will be deregistered in late 2026. 

I had the opportunity to ride one of the LARCs recently, especially when I knew that they would be deregistered soon. LARC 'Katrina' as indicated was the conveyance for the day; two others were named 'Darlene' and 'Orlene' while the last two had no names. It was surreal to finally ride on this unique classic; incidentally we were allocated to sit right behind the driver. Naturally, the LARC did not have power steering so I was able to see the driver wrestle with the steering wheel when making turns. 

Our tour guide for the day was engaging and the route brought us to the iconic Singapore landmarks. I was mildly surprised to know that there were quite a few locals on board as the ticket was S$53 per person (on weekends). Everyone whipped out their phones to record the moment when the LARC drove into the water and I got slightly wet. We were able to view Gardens by the Bay, the Singapore Flyer, the Merlion and Marina Bay Sands all from the water which was pretty neat. The ride was about 1 hour long and we were sorry to disembark, though we were also starting to get hungry.

The LARC-V plays a special role in our automotive history, especially when it continues to entertain guests despite its rather dated looks. Amphibious vehicles are few and far between, and the Ducktours LARC would be the only way to experience it currently in the civilian setting. It is unfortunate that the LARCs will be replaced, apparently by an electric version from Seahorse Amphibious Vehicles. Hopefully, you will have a chance to take a ride on it soon and feel the unspoken stories of its history!