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  1. going up or down this time?? the est COE quota frm May 2015 was computed in Post #200 in this thread: http://www.mycarforum.com/topic/2696791-monthly-sharing-on-dereg-data-projected-coe-quota
  2. i reckon this shall b the most interesting bidding exercise in the past 1 yr or so. must watch!! will cars' Cats continue to drop?? were there many kan cheong spiders?? the est COE quota frm May 2015 was computed in Post #136 in this thread: http://www.mycarforum.com/topic/2696791-monthly-sharing-on-dereg-data-projected-coe-quota
  3. bidding to start 3 hrs early on 16/2 @ 9am n to end 1 day early on 17/2, Tue. shhhh... don't tell AD. the est COE quota frm May 2015 was computed in Post #136 in this thread: http://www.mycarforum.com/topic/2696791-monthly-sharing-on-dereg-data-projected-coe-quota
  4. Singapore's private car population has fallen to its lowest level since 2011, and the shrinkage could continue. The latest available figures from the Land Transport Authority show that there were 598,219 cars as of the end of last month - down from 600,176 last year. The number stood at 607,292 in 2013, and 605,149 in 2012. The car population is now at its lowest since 2011, when there were 592,361 cars on the road. The shrinkage is a rare occurrence in Singapore, where a quota system allows the vehicle population to grow annually at a pre-determined rate. Observers said the contraction is a sign that the supply of certificates of entitlement (COEs) is lagging behind actual replacement demand. Since 2010, COE supply has been formulated largely by the number of cars scrapped in the preceding months. This often does not correspond with the number of cars scrapped in the following months. For instance, last year's May-July COE quota for cars was determined by the 7,083 cars scrapped from February to April. But actual scrappage from May to July was higher at 7,514. Over time, this leads to a population shrinkage http://straitstimes.com/news/singapore/transport/story/fewer-cars-the-road-coes-play-catch-20150226
  5. There is a previous discussion, but the individual situation is different so the advice could be different. 52 year old guy middle income owning a 2008 Sti purchased new in 2009 at $124,000. The COE was $12,901 at that time ... Last year, i "blew up" the engine [thats another story] at a cost of $22,000. So the entire block is new, rad, air con compressor .... I honestly don't think i can afford the same "kind" of car at todays prices and although i drive to work everyday, driving is a hobby to me rather than a necessity. So perhaps from an "approaching retirement" point of view, what do you guys think?
  6. Hi all, my car coming to 10 years liao, and thinking of buying COE to extend to another 5 years. my question is how do I buy the COE? Can i approach car dealer to help? or i do it myself at LTA? What are the options do i have? If go through dealer, any recommendation? I don't mind going to dealer if its reasonable. I can pay the COE in full. No need bank loan
  7. big big question... will Cat A continue to drop?? the est COE quota frm May 2015 was computed in Post #132 in this thread: http://www.mycarforum.com/topic/2696791-monthly-sharing-on-dereg-data-projected-coe-quota
  8. let's see what is the percentage of COE expectation in MCF
  9. https://sg.finance.yahoo.com/news/middle-income-singapore-subsidising-coes-030040385.html?linkId=11642691 the flaw in the article is that the buyer is usually not the one bidding for the COE. once the buyer as accepted the car price, he would have given his dealer the power to bid up to the amount that was factored into the car price. thus COE bidding is transparent to the buyer, they feel no pain, and in fact will rejoice when coe goes up as they will enjoy higher paper value. that is the insidious nature of letting dealers bid. doubt LTA will change to buyer-only-bid and pay-as-you-bid, unless Gahment change...
  10. will the demand for Cat A & B continue to soften? the estimated COE quota frm Feb 2015 was computed in Post #44 in this thread: http://www.mycarforum.com/topic/2696791-monthly-sharing-on-dereg-data-projected-coe-quota
  11. will the demand for Cat A continue to soften? the estimated COE quota frm Feb 2015 was computed in Post #44 in this thread: http://www.mycarforum.com/topic/2696791-monthly-sharing-on-dereg-data-projected-coe-quota
  12. My uncle Toyota Corona is 20yrs old on this coming May and he finally decided to renew 10yrs COE if able to convert to OPC. We've qsn to ask here and need your advise otherwise opinion. Can this car be converted to OPC? Are we eligible for the $17K rebate? This mth PQP for Cat A is $65,607 if after the OPC rebate, he only require to pay $48,607 which means yearly dep is only $4,860.70 Anyone here has done the conversion?
  13. Newbie saying hi to all bro & sis... Merry Christmas
  14. (Please remove the article if this is a repeat in the forum) Those who held high hopes of a meaningful change to the car ownership landscape, when the Government announced six months ago that it was looking to make the COE system fairer, have the right to be disappointed. After months of deliberation and public consultation, the only change introduced (with effect from February 2014) was a power cap for Category A. In addition to the existing engine displacement limit (up to 1600cc), cars in said category must not produce more than 130bhp. All other proposals, such as a surcharge to discourage multiple-car ownership (which would have resulted in a wider spread of “entitlement” among the population), were thrown into the waste bin. The Government says they are too hard to implement and enforce. In fact, this “too hard to do” reason is used to dismiss a proposal to ban motor traders from COE bidding. It is also used to explain why OMV (open market value) isn’t used to categorise COEs. Using engine power as a proxy to value is “simpler” and “easier”, according to the authorities. A proposal for a pay-as-you-bid system was also rejected. No move was made to address the feast-and-famine COE supply pattern, either. And despite a clear need to address an anomaly in the commercial vehicle category (heavy vehicle bidders outbidding light vehicle bidders and driving premiums to record level after record level), nothing was done. It is a sad day that “too hard to do” becomes a blanket excuse for not taking an issue by the horns. It is also downright tragic for a nation that had defied great odds to become what it is today, to succumb to a “can’t do” mentality when faced with a relatively straightforward issue such as COE. It is sadder still that the only change 
the Government decided to implement will not be as successful as it hopes it to be. Dealerships will bring in models that meet the power limit, including Mercedes- Benz, BMW and Volvo. Many will resort to diesel engines, which typically have low power ratings but high torque values. And as technology progresses, mass-market brands such as Toyota and
 Hyundai will roll out high-
powered models. Then what? What about the other
suggested changes? Well, most
 of them can be implemented. 
If, for instance, a surcharge
on subsequent cars is deemed 
the right policy to pursue, we
 should just pursue it – levy the
 surcharge by owner’s name, perhaps. There will, of course,
 be “leakage”, where buyers
 buy cars in their relatives’ or 
friends’ names. But not many people would be willing to be used in this manner – not without monetary incentive, anyway. 
And if people are caught by passing the surcharge this way, penalise them heavily. Register the car in a company’s name, you say? Well, just disallow that, and bring back the company registration plate, which used to attract higher levies. At the end of the day, the surcharge initiative is doable. All it takes is conviction. If it is the right thing to do, do it. If it isn’t the right policy, say so and explain why. Saying it is “too hard to do” smacks of defeatism. The same goes for the other proposals, such as banning motor traders from COE bidding. Yes, it is true that most car buyers have come to rely on car dealers for every little transaction. But if the law says they have to do their own bidding, they will learn to do so – just as they learnt how to apply for a HDB flat. Allowing motor traders
 to bid means allowing them to “game the system”. It is common practice for firms to lock-in buyers with attractive prices, and persuade them to “top up” when they continually fail to secure a COE. Sure, consumers can walk away after six unsuccessful bids. But by then, prices elsewhere would have risen, too. They face a lose-lose situation by walking away. Therefore, many will agree to “top up”. Big players have also been able to move the market, by the sheer number of bids they submit (or do not submit).
 A company can chase up premiums for five tenders, and then trigger a correction by withholding bids in the sixth. And because they have a pretty good idea how much premiums are likely to fall by, they set their COE rebate levels accordingly. More often than not, motor firms get to gain from a premium correction, and their customers only get a refund on the portion that is below the rebate level. Our Government also says that in a pay-as-you-bid format, consumers do not pay the quota premium they are willing to pay. The logic is hard to follow. In the first place, the premium that bidders are most willing to pay must be zero. But because they are conditioned to accept a certain premium over a certain period of time, they pay what the market wills them to pay. For instance, when COEs rose steadily from around $20,000 five years ago to $70,000 in recent months, the buying has not stopped. Not because consumers are as “willing” to pay $70,000 as $20,000, but because they have no choice. The notion of willingness to pay is an economic one. It does not always apply in real life – certainly not for something that is intrinsically worthless, such as a certificate of entitlement. But we know, it is hard to ban motor traders from bidding. Just as it is
 hard to tell the rich who have more than one car (who make up one in five car-owning households) that they will have to pay more. Indeed, the right things are always the hardest to do This article was written by Christopher Tan, consulting editor for Torque.
  15. Hi everyone, With the expected increase in COE quota to be released this week, would like to get advise whether to wait out till Nov, or should go ahead and buy in next bidding in Oct (after announcement of new quota)? Any difference it would make? Thanks.
  16. hohoho... what is the impact of 23% more Cat A, 13% more Cat B n 12% more Cat E?? enough for hungry buyers???
  17. will the expected strong (or stronger) demand in Cat A up the premium? will Cat B continue to drop gradually bcoz of weaker demand? the estimated COE quota frm Feb 2015 was computed in Post #2 in this thread: http://www.mycarforum.com/topic/2696791-monthly-sharing-on-dereg-data-projected-coe-quota/
  18. I predict the High COE won't last .. soon it will come down due to more buyer holding their purchase till the next quota no's release, generally this week of coe will soften a bit ; looking around 2-3k reduce from CAT A, B. Untitled.bmp
  19. For the first time in more than 10 years, we are seeing fewer vehicles on the roads, which is attributed to government's intent to cut annual growth rate from 3 per cent down to nought-point-five. Singapore's rental car population in contrast grew by 6.5 per cent, effectively doubling the rental fleet over a nine-year period. A rental co spokesman puts the demand down to large number of foreigners coming here to live and work. Given a smaller annual vehicle population growth rate vis-a-vis an expending car rental population, we could safely infer a small percentage of Singaporean motorists have given up on car ownership. Should the trend continues we might see an easing of COE premiums gradually over the coming years when the bulk of vehicles reached their 10th year mark. Let's pray...
  20. Cycle & Carriage France Pte Ltd, the local distributors for French marque, Citroen, is pleased to announce a full range of turbodiesel passenger cars that will remain under COE Category A classifications despite the previously announced tweak taking effect from the start of the month. The range includes the 1.6-litre e-HDi 115 EGS equipped C4 and C5 models and 1.6-litre e-HDi 115 ETG equipped DS4 and DS5. Joining the range would be the upcoming 1.6-litre e-HDi 115 ETG C4 Picasso and Grand C4 Picasso MPVs. Citroen's turbodiesel range promises to deliver drivers with key benefits - starting with a $15,000 Carbon Emissions-Based Vehicle Scheme (CEVS) rebate that is applicable across the full turbodiesel range. Furthermore, maintenance and fuel costs are reduced with Citroen's turbodiesel fleet - while not hindering mileage of up to 25km/L. The cars offer the highest torque delivery under Category A with 270Nm for a better drive and lower fuel consumption and the automaker assures the cars can be refuelled in Malaysia. The range of models are also equipped with Stop&Start technology for greater fuel savings and reduced carbon emissions. To top it off, Citroen offers a five year/100,000km warranty for all Citroen e-HDi turbodiesel models.
  21. Commercial vehicles & m/cycles are going up ... From CNA: Fewer COEs next quarter, but more for cars There will be 3,777 Certificates of Entitlement for bidding each month, down from the previous quarter's 4,019, LTA said. SINGAPORE: The Certificate of Entitlement (COE) quota for the period August to October this year will be 11,331, the Land Transport Authority (LTA) announced on Wednesday (July 16). This means the monthly quota of COEs will be 3,777 for the period, down from 4,019 in the previous quarter. However, the number of COEs available for cars has increased due to a drop in the monthly quota of COEs for commercial vehicles and motorcycles. The monthly quota for Category A cars (up to 1,600cc and 130bp) has risen to 1,143 from 1,011 in the previous quarter, while the quota for Category B cars (above 1,600cc or 130bhp) is now 1,010, up from 966 in the previous quarter. For the open category, which can be used for any vehicle type but ends up mainly for bigger cars, the monthly COE supply will be 478, down from the previous quarter’s 586. Goods vehicles and buses will have a monthly supply of 515, down from 770, and motorcycles will have 631, down from 686. The next quota announcement for the bidding period of November 2014 to January 2015 will be made in October 2014, the LTA said. - CNA/kk
  22. What are your views on a car mileage tax in Singapore, in place of COE? Instead of charging drivers a high “ownership tax”, a mileage tax charges drivers based on distance travelled. A mileage tax could potentially increase awareness of the environmental an congestion impacts of driving. To explore the possibility of this usage-base tax, we created a short survey to help us understand your thoughts on this. The survey takes around 15 minutes to finish. We really appreciate your feedback. To begin the survey, click here: http://goo.gl/glhTih If there is any question or concern about the study/survey, please feel free to email sutdvehiclesurvey [at] gmail.com. Thank you for your inputs!
  23. http://www.sgcarmart.com/used_cars/info.php?ID=402162&DL=2011 Eurokars pre-owned must be out of their f**king mind. Who would want to buy a used Saab 9-5 at 168k? The reason why anyone would buy a used Saab is because the first owner would have made a loss of 50k. It's not as if this car commands the price tag of a BMW or Mercedes so I'm curious as to why it's priced so high. The most a used Saab should depreciate by is 6-7k per year because there is absolutely no body value for the car when the car is sold. It's a good car but it just ain't worth that kind of money.
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