Believe it or not, Triumph’s Tiger line of motorcycles has been around since the 1930s, built back then under Triumph Engineering, and then later by Triumph Motorcycles Ltd from 1993 onwards.

From the present-day company’s rally-pedigree Tiger 900 in 1993 to various models in the interim, we come to the most brawny adventure bike in Triumph’s line-up, the Tiger 1200, here in Rally Explorer guise.

Folks, this is a big boy.

Sittin’ High

It looks mean, tough and ready to conquer pretty much any surface that can be thrown at it. Hand guards, an aluminium sump guard with moulded upper, engine protection and fuel tank protection bars mean you can bush-bash and not fret.

With ground clearance this good, the Tiger 1200’s go-anywhere credentials will not leave you wanting no matter the terrain. Jaunts up north and further off the beaten track are wholly doable.

Illuminating your path off the beaten track is a full LED headlight with adaptive cornering lights and a built-in daytime running light (DRL). If that isn’t enough, there’s also a pair of LED foglamps to further light the trail.

Just above it sits a manually adjustable windscreen. One simply needs to grab its handle and pull upwards or push downwards to adjust, and it’s simple enough to do on the move.

Part of its great ground clearance comes courtesy of the standard-fit Showa semi-active suspension with 220mm of travel.

The rear shock features automatic preload adjustment and can lower the seat height by up to 20mm by pressing the ‘Home’ button on the right handlebar controls for one second.

Wish I’d known about this sooner, for it would have made getting on and off the bike much easier. Not a biggie though, for it was easy enough to mount up via the foot pegs, and then retract the side stand once seated.

Oh, and the other part of its great ground clearance comes from the foot pegs themselves being moved up and closer to the bike.

Stopping duties fall to twin Brembo Stylema 4-piston monobloc radial callipers with 320mm floating discs up front, and a solitary Brembo single-piston calliper clamping down on a 282mm disc in the rear, aided by ABS. They’re strong and feel reassuring right out of the gate.

I like how the wire-spoke Akront rims add a classic touch to the Tiger 1200. Measuring 21-inches in front and 19-inches in the rear, they’re wrapped with off-road-looking Metzler Karoo Street rubber in 90/90-21 and 150/70 R18 sizes fore and aft respectively.

Even though they look off-roady, their on-road manners are impeccable.

Ergonomics on board are well executed, as are rider aids. Controls are well positioned, falling naturally to fingers, and easy and intuitive to use. A seven-inch full-colour TFT display can be customised to one’s liking and displays pertinent information clearly.

Them’s the basics. Let’s ride.

Flyin’ High

Riding the Tiger 1200 is easy, since it is very ergonomic and one can get used to it quickly.

Moving off requires little effort, thanks to its 1,160cc triple-cylinder engine putting out 150hp and 130Nm of torque. Drive is sent to the rear wheel via a low-maintenance driveshaft, so no worries about having to scrub and oil a chain.

Power delivery is very linear, and one is always aware of the driveshaft whirring away down below with the gearbox. It isn’t unpleasant in the slightest, and adds to the visceral experience that adventure biking is sure to bring.

Aiding the ease of riding is the Triumph Shift Assist quick shifter which lets the rider bang up and down through the gears clutchlessly while on the move. Use this to your advantage, and the engine note goes from gruff to a wail and into a howl at the top end.

Then bang in another gear and do it all over again.

Through it all, the Tiger 1200 remains unflappable. Straight-line stability is good, and the bike remains planted and solid-feeling. But it also cossets the rider, thanks to the semi-active Showa suspension.

Bumps and ruts picked up by other bikes are pretty much non-existent on this Tiger, and one can sail smoothly down the road.

Helping out the rider are some creature comforts. There are six ride modes to choose from, such as Rain, Road, Sport and Rider, to further fine-tune the throttle response and handling characteristics of the bike. Standard cruise control is there for longer and quieter stretches of highways.

There’s also a blindspot monitoring system that blinks amber below each mirror to warn of unseen traffic, and this is the first time I’ve seen this on a motorcycle. It’s not gimmicky and actually works very well.

There’s no getting away from this bike’s width. Lane filtering is best left to larger gaps, but it can be done if one is prudent and sensible about it.

Its 30-litre fuel tank means amazing range for a motorcycle between fill-ups, but it also adds to the heft of the bike.

However, despite its 262kg wet weight, and by using the counter-steer method, the Tiger 1200 can smartly tip into a lean and carve-up curves with those Metzler donuts remaining grippy on the blacktop.

Practicality is catered for, with suitable mounting points already set up for panniers and a box, so your next adventure is but a ride away.

Should You Buy One?

At $58,800 before COE and insurance, the Tiger 1200 Rally Explorer offers a lot of kit for the money. Add to that its three-year unlimited mileage warranty and you have even more reason to consider it.

It looks rough and ready to rumble, but it remains really comfortable. It can sing throatily and set your nether regions tingling with glee. And it can do the daily-ride duties well. That’s a really compelling package if you ask me.

Head on down to the showroom and take a test ride. I’m pretty sure you’ll come back with a big smile on your face.

Only serious bikers need apply because the Tiger 1200 comes across as a serious adventure bike.

Photo Credits: Joel Tam (@carboy_365)

Technical Specifications

Triumph Tiger 1200 Rally Explorer

Engine:  liquid-cooled, 12-valve DOHC, 1,160cc inline 3-cylinder
Gearbox: 6-speed manual with Triumph Shift Assist
Clutch: hydraulic, wet, multi-plate, slip and assist
Driveline: driveshaft
Power: 150hp @ 9,000rpm (100hp in Rain Mode)
Torque: 130Nm @ 7,000rpm
Fuel Economy (combined): 5.1-litres/100km or 19.6km/litre (claimed)
Fuel Tank Capacity: 30 litres
Wet Weight: 262kg
Width: 849mm (handlebars), 982mm (handguards)
Wheelbase: 1,560mm
Unladen Seat Height: adjustable 875mm/895mm
Rake: 24.0-degrees
Tyres( front):  90/90-21
Tyres( rear): 150/70 R18
Brakes (front): twin 320mm floating discs, Brembo Stylema 4-piston monobloc radial callipers
Brakes (rear): single 282mm disc, Brembo single-piston calliper
Suspension (front): Showa 49mm, semi-active damping upside-down (USD) forks
Suspension (rear): Showa semi-active damping monoshock, with automatic electronic preload adjustment
Price: $58,800 (before COE and insurance, accurate at the time of this article)
Contact: Triumph Motorcycles Singapore

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Kudos to Hyundai for daring to make a brazen and blunt-looking sports utility vehicle (SUV), which contrasts well with other softer, rounder SUVs in its segment, with its chief price competitor being the Mazda CX-60.

The previous generation Hyundai Santa Fe was muscular, but noticeably rounder. This new Santa Fe TurboHybrid is still muscular, albeit boxy and butch-looking, and we think all the better for it.

Blunt or rotund, that seems to be the nearly SGD$300,000 question.

Battleship-esque

Head-on, the Santa Fe TurboHybrid’s sheer frontal area looks ready to indiscriminately bulldoze lesser vehicles out of its way, accompanied by suitably sinister-looking and striking ‘eyes’ courtesy of ‘H’ pattern daytime running lights (DRLs) in the LED headlight assembly.

Everything is really upright here at its bluff nose and contrasts well with the raked windscreen, with the bonnet betwixt serving to look like a mountainous plateau in the process.

Wide haunches mark out the wheel arches, further strengthening this large SUV’s musculature. Meaty 255/45 R20 tyres wrap around black 20-inch multi-spoke rims and make this vehicle look well-planted on the blacktop, especially in the test car’s Earthly Brass Matte hue.

Make no mistake about it – this Santa Fe TurboHybrid is visually and actually spacious, thanks to its now-longer 2,815mm wheelbase, and bodes well for its occupants.

Slab-sided doors further add to the effect of solidity, and the C-pillar cleverly hides an Assist Handle that makes clambering up to access roof-mounted items that much easier, much to the delight of active outdoorsy folks I’m sure.

Round the back, one is yet again greeted by another pair of sinister ‘H’ patterns, this time in devilish red, in the chunky taillights sitting in that mahoosive electric tailgate.

If at this point it hasn’t yet sunk in, heft is the theme of this new Santa Fe TurboHybrid.

Stern

The gargantuan tailgate swings electrically upwards to reveal 628 litres of luggage space with the third row of seats stowed. Yes, third row. More on that in a bit. Just remember to park a little further away from a wall.

Fold the second row away, however, and you’ve just liberated a cavernous 1,949 litres of HDB flat-moving ability. Be prepared for friends to ask for your assistance when shifting house.

Back to the third row, it’s sufficient to accommodate younger children for longer commutes or squeezing in adults for shorter jaunts to and from the office during lunch. This space gets its own cupholders though, which is a nice touch for the young’uns.

Midship

The second row is generous in its proportions and can be adjusted forward to liberate more legroom at the rear if the third row is in use, or aft for more legroom in the second row itself.

The centre console features a rather deep drawer for storing knickknacks, and no doubt will serve the family with children very well.

As will an aircon vent on either B-pillar to keep second-row occupants cool, and a USB Type-C port integrated neatly into the rear side of each front seat for mobile-device charging duties.

Two cupholders feature on each door just forward of the armrest, while another bottle holder features lower down. Lots of drink storage back here. Manual sunshades for the rear windows serve to keep occupants nice and comfy on boiling hot days.

At this point, the panoramic sunroof in this Calligraphy variant bears mentioning. I think Hyundai has done it rather cleverly.

The sunroof is offset more rearward to allow both rear rows of passengers a direct skyward view, and the shade for this portion of the sunroof is electrically operated.

The forward section has a manual sunshade which is easily operated from the driver’s or passenger’s seat and allows natural light to filter in without reflecting off the trim or screens.

Fore

The front seats themselves are supportive and comfortable. Featuring heating and cooling, as well as electrical adjustments with two memory settings for the driver, getting the seats into one’s preferred position is a cinch.

The steering wheel is also electrically adjustable and features the requisite steering-mounted controls for audio, telephony, adaptive cruise and scrolling through various pages in the instrument screen.

As expected of a modern Hyundai, two large screens sit side by side on the dashboard. The instrument cluster is cleanly laid out and is aided by a Head-Up Display (HUD) showing speed, adaptive cruise and blindspot monitoring information.

Beside it sits the 12.3-inch touchscreen infotainment system, featuring wireless Apple CarPlay and Android Auto. Again, it’s cleanly laid out and easy to get to grips with. The audio system plays nice and loud without becoming fatiguing.

Accoutrements

Just below that sits the aircon control panel, which features a neat combination of both physical and haptic-touch controls and works simply and easily. Other manufacturers who love to use touchscreen controls need to look to this system as the gold standard when it comes to a modern, yet simple and intuitive implementation of climate controls.

The glovebox is of a good and usable size, and there’s also a smaller cubby for UV-C sterilization just above it. Simply push the button next to the infotainment screen to reveal this hidden pathogen-destroying space for your mobile phones, wallets, pens, et al.

Not one but two wireless chargers feature in the centre console of the Calligraphy variant to keep both driver’s and front passenger’s phones topped up. Just behind that sit two cupholders, complementing the bottle holder in each front door.

Finally comes the centre console, or what Hyundai calls ‘Bilateral Multi-Console.’ Don’t expect any high-level ministerial meetings to occur though. ‘Bilateral’ means the console lid can be opened from both the front and the rear, giving everyone access to the rather sizeable space within.

Underway

There’s no getting away from the Santa Fe TurboHybrid’s size, but it’s neither insurmountable nor intimidating. Helping out in this respect is a rear-view mirror that can be switched to serve as a screen for the rear-view camera if one prefers.

Large side mirrors and a generous glasshouse mean that outward visibility is good. Engage the respective turn signals and a blind-spot camera is displayed on the instrument cluster. Lane changes are therefore easy and much more secure.

A 360-degree camera system helps with getting into parking spots. Remote Smart Parking Assist allows one to move this SUV forward or backward from outside if someone has parked too close.

I was impressed with how the previous Santa Fe rode so comfortably without the use of air suspension or adaptive dampers. That theme carries on here with this Santa Fe TurboHybrid. This will, no doubt, keep the family happy for longer journeys.

Although huge, this SUV can put in a surprising turn of acceleration when needed. Moving off smartly from traffic lights is possible thanks to its self-charging hybrid system in combination with the turbocharged 1.6-litre engine.

Together, they make 215hp and 367Nm of torque, which is plenty for daily driving duties. Not only that, but the powertrain is also frugal for a vehicle this size and mass.

Hyundai quotes a combined WLTP average efficiency of 6.9-litres/100km or 14.5km/litre. Utilising the pulse-and-glide technique, I was able to achieve a weighted and normalised average of 5.39-litres/100km or 18.6km/litre across both the street and highway routes.

Naturally, your mileage may vary with use-case and driving style, but good efficiency is achievable with smooth, not slow, driving.

Should You Buy One?

While it’s comprehensible that some may be put off by its size, there’s no escaping the fact that this is one SUV that will get noticed on the streets. No worries about losing it in a shopping centre carpark, then.

That it’s packed to the brim with excellent safety features, useful tech and some luxury touches at its price point makes the Santa Fe TurboHybrid a true value proposition. Add to that the 10-year or 150,000km hybrid powertrain warranty and you’ve got yourself an excellent family vehicle.

It’s rather easy to drive, comfortable, pretty frugal and will serve your family’s needs well for years to come. The only small annoyance is the driver attention monitor being a little too eager to bing and bong.

Tell you what – let Grandpa, Grandma and the kids loose on the Santa Fe TurboHybrid in the Hyundai showroom, and let them tell you if they like it. Pretty sure they will.

That would make the purchasing decision that much easier, wouldn’t it?

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

2024 Hyundai Sanfa Fe TurboHybrid Calligraphy

Engine Capacity: 1,598cc inline four-cylinder turbocharged
Combined Power: 215hp @ 5,600rpm
Combined Torque: 367Nm @ 1,000-4,100rpm
Drive: front wheels
Transmission: six-speed automatic
0-100km/h: 9.6 seconds (claimed)
Top Speed: 180km/h (claimed)
Kerb Weight: 2,025kg
Fuel/Battery Capacity: 67-litres
Fuel/Energy Economy: 6.9-litres/100km or 14.5km/litre (claimed)
Range: up to 971km (claimed)
Price: S$277,999 with COE (accurate at the time of this article)
Contact: Hyundai Singapore

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‘Twas 2021 when this writer first wrote about the Harley-Davidson Pan America at its Singapore launch.

With only a Class 2A motorcycle licence in hand, I had to tearfully observe from the sidelines as the others at the event got to tear around Sarimbun Camp and Bahtera Track on the Class 2 licence-requiring brand new adventure bike from H-D.

When one thinks adventure bikes, one wouldn’t usually be thinking “Harley-Davidson.” However, the American motorcycle brand wanted to change this while still keeping the H-D DNA very much alive.

That’s exactly what they’ve done with Pan America.

The Machine

This visage is unmistakably Harley-Davidson. Daymaker Signature LED headlights with adaptive cornering lights mark out the front end of the Pan America. The two bullet-style lights below are not foglights but LED turn signals. Interesting touch.

Buttons to control various motorcycle and instrument display functions are neatly laid out on both the left and right side of the handle bar.

They’re easy to get used to, although it must be said that unlike other Harleys, the turn signal is only on the left side a la most motorbikes.

The instrument display itself is well laid out, and can be switched between what you see here called ‘Widgets’ or a minimalist look called ‘Simple.’ All pertinent information is clearly laid out and easy to read.

It can also adaptively adjust display brightness based on ambient conditions. However, at night and while travelling between street lamps, it dims and brightens a little annoyingly. Best to disable the adaptive brightness function and set it static instead.

At the heart of Pan America sits a brand new engine for Harley-Davidson – the 1,252cc 60° liquid-cooled V-Twin Revolution Max 1250 with a 90° firing order, putting down 150hp and 128Nm of torque. More on that later.

As expected with any large-capacity motorcycle, one’s legs do feel the heat in stop-and-go traffic, but on the move, it is a non-issue unless one’s seriously laying the hammer down. Which is bloody easy to do.

Anchoring duties fall to twin Brembo monoblock four-piston calipers and floating rotors in front, and a single-piston Brembo floating caliper and solid disc in the rear, aided by standard-fit ABS and traction control.

The party piece of Pan America is Showa’s semi-active damping control suspension with Adaptive Ride Height that comes standard in the Special.

When coming to a standstill, the rear of the bike lowers to where the unladen seat height sits at 850mm accompanied by a blinking green suspension icon on the display. On the move, this rises to 890mm.

In other words, taller riders will easily be able to flat-foot at a standstill, while slightly more petite riders can at least get the ball of their boot on the blacktop. Here’s what it looks like with 1.82-metre tall yours truly aboard.

The rear end features LED taillights and turn signals, as well as a solitary and angular-looking muffler. Don’t be put off though, for the soundtrack is still scintillating.

‘Nuff yapping. Let’s ride.

The Daily Stuff

The first evening’s test ride took me headlong into post-ERP home-going traffic on the AYE, and this was by intent. Let’s face it, Pan America owners would likely want to ride their steeds to and from the workplace, and that means contending with rush-hour traffic.

First up was lane filtering. Keeping in mind that this is a slightly wider bike, simply choose your moment and then deftly slice through traffic like a hot knife through butter. There’s enough torque for days to leave the gearbox in sixth. Just twist the wrist to point and squirt.

Once the heavier traffic is done and dusted, settle into a relaxed cruise. The adjustable windscreen means that one can tailor its height to where wind buffeting at highway speeds is a non-issue, as is the unexpected cloud burst.

Standard cruise control may seem a tad out of place in Singapore’s context, where adaptive cruise would have been more suitable, but it is usable in lighter traffic.

A selection of riding modes that adjust throttle response is available. However, the three that will usually be used are Rain, Road and Sport, from the least to most responsive. There is an appreciable difference between the three, and I stuck to Road mode most of the time.

The Ride Glide

Which then brings us to Pan America’s pièce de résistance – the way it rides and sounds.

If, like me, you suffer from hip and/or back issues, you’re going to love Pan America’s ride comfort. I couldn’t help but equate how it just glides down highways to how a Rolls-Royce wafts – it is that comfortable.

This is all thanks to the excellent semi-active suspension front and rear. Road imperfections and bumps picked up by other bikes were simply not present on this Harley.

That it emits a guttural gurgle from its nether regions while cruising adds to its H-D charm.

Sure, the Revolution Max is no Thor’s-tailpipe-on-taco-Tuesday Milwaukee Eight, but despite lacking the traditional signature “po-ta-to” or “pop-pop-pause”, it has its own endearing gruff burble that will put a smile on any petrolhead’s mug, especially when wrung out toward its 8,000rpm redline.

It may feel a little placid below 3,000rpm, but get above that and the Revolution Max 1250 gets into its stride. Although you won’t be screaming “VTEC kicked in yo!” into your helmet, power delivery is wholly healthy and very linear to the upper regions of the rev range.

And it keeps pulling, and pulling… and pulling. All the while emitting that gruff, guttural gurgle which becomes more and more urgent. And just like Softail and Fat Bob, there’s a steroid-addled pigeon-sounding gearbox loudly “pruu-pruuing” away in the belly of the Pan America through it all.

Brakes? Strong and progressive. Especially during one near-emergency slow-down situation on the highway. Although ABS intervention was not needed, the bike remained stable and surefooted while hurriedly shedding speed.

The Rough Stuff

Blacktop done and dusted, pun intended, I just had to take Pan America to Bahtera Track in an effort to correct 2021’s inadequacy. Even though there is both Off-Road and Off-Road Plus modes to choose from, I just stuck to Road and rode down the rough stuff.

One would assume that riding down the rutted gravelly Bahtera Track would require riders to assume the ‘bumpy’ half-standing posture on the bike. Well, you could if you wanted to, but there was no need.

In third gear at around 40km/h, Pan America’s suspension simply soaked up the ruts and bumps. I wouldn’t say that it feels akin to riding on a soft puffy cloud, but it is comfortable enough to remain seated.

Given the gravelly ground conditions, the bike does move around a little. However, it never got sketchy. Turn traction control off, on the other hand, and I’m pretty sure an experienced rider can get really lairy and sideways in a jiffy. I wouldn’t know because traction control remained firmly engaged.

2021, eat yer heart out!

Should You Buy One?

This is the second bike with which, after the first test ride, I’ve come home and said, “I want this bike.” The first was Fat Bob. Here’s the key difference though. Fat Bob is a bike you buy with your heart.

Pan America is one you can purchase with both your heart and head. And it is truly a Harley-Davidson.

Pan America does things differently to traditional Harleys, and H-D has gone out and done the unthinkable – it entered the adventure bike market with guns blazing. And boy howdy did they hit a home run on their first attempt.

In other words, Pan America is an Ace of Spades.

It’s comfy. It rides and handles well. It’s steadfast. And it’s got Harley-Davidson DNA pouring out of its pores. What more could you ask for?

So, should you buy one?

F**k yeah you should!

For a change, and unlike Fat Bob and Softail, upon collecting my Duke 390 after returning Pan America, I’m happy to report that there was no shift-lever inadequacy to mull over.

Photo Credits: Sean Loo (@auto.driven)

@ignitionlabs Harley-Davidson Pan America Special is an Ace Of Spades #fyp #fypsingapore #fypsingapore #harleydavidson #harleydavidsonmotorcycle #harleydavidsonpanamerica #panamerica1250special #adventurebike @harleydavidson @harleydavidson_asia ♬ original sound – Ignition Labs

Technical Specifications

Harley-Davidson Pan America 1250 Special

Engine:  Revolution Max 1250 1,252cc 60° liquid-cooled V-Twin
Transmission: 6-speed manual
Driveline: Chain-driven
Power: 150hp @ 8,750rpm
Torque: 128Nm @ 6,750rpm
Fuel Economy (combined): 5.1-litres/100km or 19.6km/litre (claimed)
Fuel Tank Capacity: 21.2 litres
Weight (in running order): 258.09kg
Length: 2,270mm
Wheelbase: 1,585mm
Unladen Seat Height: 850mm (low) / 890mm (high)
Ground Clearance: 210mm
Lean Angle (left): 42-degrees
Lean Angle (right): 42-degrees
Price: from $64,900 (with COE, accurate at the time of this article)
Contact: Harley-Davidson Singapore

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Folks who’ve read our 2022 review of the Peugeot e-2008 would recall that one of my complaints was the lack of range from its 50kWh battery pack. For this Mid Cycle Action (MCA) e-2008, Peugeot has fitted a bigger 54kWh battery pack instead.

Not quite the 64kWh I was hoping for in the aforementioned article, but this is also accompanied by an improvement in efficiency. More on that later.

Apart from the refreshed look, larger battery pack and tech tweaks within the cabin, this Pug is essentially the same compact electric vehicle (EV) as the last version in the compact sports utility vehicle (SUV) class.

Since our last review, competition in this market and price segment has changed and slightly grown. Contenders such as the BYD Atto 3 100kW, MG 4 EV, MG ZS EV and Citroen e-C4 now vie for your dollars.

l’ extérieur

The grille is now different. Where the previous version had horizontal slats, this has vertical items.

The headlights and daytime running lights (DRLs) are also redesigned. Gone is the three-claw-one-fang-through-the-bumper look of the predecessor, replaced by just three claws at the lower part of the bumper.

Here’s where I think Peugeot missed a trick; instead of having switchback DRLs that blink amber and revert to white when the turn signals are activated and deactivated respectively, the turn signal is instead a solitary and tiny affair baked into the headlight itself.

This makes the turn signal less prominent.

The lower intakes on the bumper are also redesigned. Apart from that, this is essentially a very similar SUV to last time.

215/55R18 Goodyear EfficientGrip tyres wrap around 18-inch rims. These items do a pretty good job of balancing between noise and comfort, and grip in the twisty stuff.

The e-2008 MCA’s compact proportions mean placing this SUV EV in its intended direction of travel and parking is also pretty easy.

Around the back, one notices another change from its predecessor. The taillights now feature slim, horizontal slats instead of vertical items, and make the rounded rump look more pert and purposeful.

l’ intérieur

Despite its compact proportions, cargo capacity is not wanting. Drop the rear seatbacks to liberate up to 1,400 litres of Ikea- and Giant-friendly space.

With them up, 434 litres of boot space is still pretty decent. This is after all a compact SUV.

As before, rear-seat legroom is sufficient for most purposes. With the driver’s seat in my preferred position, legroom in the back is snug, and sustainable only for shorter journeys.

Luckily, a large panoramic sunroof allows natural light to filter into the cabin and make it feel more airy and spacious.

Up front… Peugeot, oh Peugeot. Why art thou so, Peugeot?

Yet again, we find the steering column sitting under the dash. This makes adjusting the steering wheel tricky, as its top rim is wont to obscure the instrument screen.

The manual seats themselves are easily adjusted. However, the backrest pitch adjustment is courtesy of a rotary knob on the side, that’s more difficult to access. Expect to skin your knuckles on the B-pillar.

3D gauges feature on the iCockpit screen as before, with some slight tweaks to keep things fresh. They do look really nifty in person.

The 10-inch infotainment screen has been updated with wireless Apple CarPlay and Android Auto, and worked pretty well during my time with this Pug.

Apart from that, it’s business as usual in the rest of the cabin. Aircon controls are via the touchscreen, but they are relatively easy to use. A row of physical shortcut toggles helps one get to where they need to in the infotainment system.

la conduite

As before, the point of note when out on the road is to keep an eagle eye on the speedometer. Since the e-2008 MCA is so well insulated, one will likely fail to feel the sensation of speed and inadvertently creep into illegal territory.

Apart from that, what was joyous to drive about the pre-facelift Pug is still here. It rides and handles well, due in no small part to the French engineer’s suspension-tuning expertise.

Not only is it comfortable, but it can also put in a good turn in the twists and bends, surprising other vehicles in the process.

It’s also pretty nippy despite just 134hp from the electric motor or a 4hp uplift from the previous version. This is primarily due to 270Nm of torque, which is an increase of 10Nm.

Put your foot down from a stop or in a roll, and this Pug will pick up pace quite smartly for that highway-merge or lane-change manoeuvre.

Charging time is quoted at 34 minutes from 0-80% at a 100kW DC fast charger, and my own experience at a 120kW DC charger feels like this number is accurate. I did charge from 15-100%, which took 1 hour and 13 minutes, which is kind of expected.

Which then brings us to how efficient it is. The test-drive weekend was sorely stacked against the Pug, with accident- and road diversions-related traffic jams and rainstorms, both of which took a massive bite out of energy efficiency.

Despite that, the e-2008 MCA put in a very respectable weighted and normalised 13.14kWh/100km or 7.6km/kWh, besting Peugeot’s claimed 14.1kWh/100km or 7.1km/kWh efficiency.

What this means is that it is very possible to eke out around 400km of range in between full-charge stops, and it bodes well for the average Singaporean’s local use.

Should You Buy One?

From the aforementioned competitors’ list, the Atto 3 is more tech-focused, and the MG 4, with its rear-wheel drive architecture, is more entertaining for the driving enthusiast.

The Pug on the other hand counters with its competitive price point, unique looks and French quirkiness. Especially if, like me, you prefer tech to be in the background and aiding unobtrusively rather than stacked up the wazoo and in your face.

That it rides comfortably, is reasonably spacious for a compact crossover, and is quite enjoyable to drive and throw about in the corners makes this a strong contender for your dollars.

Take a test drive. You might just be surprised at how this Pug works its way into your heart.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Peugeot e-2008 GT MCA

Power: 134hp
Torque: 270Nm
Drive: front wheels
0-100km/h: 9.1 seconds (claimed)
Top Speed: 150km/h (claimed)
Kerb Weight: 1,548kg
Fuel/Battery Capacity: 54kWh
Range: up to 436km (claimed)
Fuel/Energy Economy: 14.1kWh/100km or 7.1km/kWh (claimed)
Price: S$159,888 with COE (accurate at the time of this article)
Contact: Peugeot Singapore

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It wasn’t too long ago that the F66 MINI Cooper 3 Door was launched. Now we have its F65 MINI Cooper 5 Door joining the ranks with internal combustion engines. As with the F66, the F65 will see the standard Cooper designated with a ‘C’, and the performance variant with an ‘S.’

The 5 Door C features an inline three-cylinder turbocharged engine putting out 156hp and 230Nm of torque to its front wheels, and seeing off the 0-100km/h sprint in 8.0 seconds and on to a top speed of 225km/h.

On the other hand, the 5 Door S sports an inline four-cylinder turbo powerplant offering up 204hp and 300Nm of torque to the front tyres, and dusting off the century sprint in just 6.8 seconds. Top speed is 242km/h.

With a length of 4,036 mm, a width of 1,744 mm and a height of 1,464 mm, the body dimensions are almost identical to those of its predecessor. This means as much space liberated as possible within the MINI Cooper’s footprint.

The MINI Cooper 5 Door reflects its urban character via short overhangs, a small bonnet, a long wheelbase, and large wheels.

Standard LED headlights with individually adjustable daytime running light elements form the classic MINI headlights that are instantly recognisable.

Flush-fitting taillights feature at the rear, and the vertically aligned LED clusters are reminiscent of the classic MINI lights. Like the headlights, they can be switched to different settings.

11 body colours will be available, and the roof is offered with a choice of three contrasting colours, the car’s body colour and the characteristic multi-tone roof with a gradual colour gradient.

Four different exterior trims are also on offer. The Essential Trim, which comes as standard, emphasises the minimalist overall appearance and highlights certain functional parts such as the logo in Vibrant Silver.

Starting with the Classic Trim, the roof is available in black or white, as is the Multitone roof with its unique colour gradient, and contrasting with the body colour for a more expressive look.

In the Favoured Trim version, the front radiator grille frame and certain design elements are finished in Vibrant Silver, further enhancing the individuality of the MINI Cooper.

The JCW Trim emphasises the sporty side of the MINI Cooper 5 Door with exclusive design features such as the striking front and rear diffusers, radiator grille surround and high-gloss black JCW logo in a nod to MINI’s motorsport heritage. Chilli Red is available exclusively for the contrasting roof.

Wheel designs in 16- to 18-inch sizes offer further exterior options, and endow the MINI Cooper 5 Door with its go-kart-like darty handling characteristics.

The 60:40 folding rear seats increase the luggage compartment capacity from 275 litres to up to 925 litres, making this car pretty practical.

On the inside, the first items of note are the round instrument display in the centre and the characteristic toggle switch strip below, in a throwback to Sir Alec Issigonis’ interior styling of the very first MINI.

The central 240mm OLED display in the redesigned cockpit has been moved closer to the driver, making it easier to reach, and features a high resolution. MINI Operating System 9 takes centre stage here, and all vehicle functions can be controlled by touch or voice.

Vehicle-related information is displayed at the top. The lower part of the OLED display provides direct access to the navigation, media, phone and climate control menus. The home button returns the display to its default settings.

Behind the steering wheel, the optional, slim, combined head-up display ensures that all relevant content appears in the driver’s field of vision. As a result, the dashboard on the driver’s side does not require an additional instrument panel, so it opens the view to the front.

A specially developed knitting process is used to create the versatile, easy-care structure of the textile that adorns the dashboard and door panels in a two-colour design made of recycled polyester.

Seven MINI Experience Modes can be selected according to mood and personal preference. Using the MINI Projector on the rear of the OLED display, they transform the dashboard into myriad colours and patterns that extend into the door trim.

This brings about new possibilities for individualisation. In Personal Mode, for example, a personalised image can be selected as the OLED display’s background via the MINI App.

The dominant colours of the picture are then applied to the dashboard’s textile surfaces using a digital colour picker. The ambient lighting under the dashboard and in the door mirror is also colour-coded to match these projections.

The rocker switch strip with its toggle switches features the parking brake, gear selector, start/stop button, Experience Mode, and volume control all at one’s fingertips.

The removal of the gear selector has freed up more space in the centre console, which now features a large open storage compartment in addition to the cupholders. Smartphones can be charged in the wireless charging area at the front of the console. Just like the exterior, four newly designed trims underline the feel-good concept.

The Essential Trim includes black sports seats with patterned multi-tone fabric and a matching fabric strip on the dashboard. Vibrant Silver, is used as an accent to highlight certain interior and exterior functional elements.

Starting with the Classic Trim, the standard two-spoke steering wheel is replaced by a three-spoke version with a textile band at the six o’clock position. A 2D knitted fabric in grey and black on the dashboard and doors contrasts with the imitation leather seats.

A two-tone houndstooth pattern features on the knitted dashboard, and the perforated Vescin sports seats are available in two colours with traditional accent stitching.

JCW Trim is sporty in nature. Combined with multi-coloured knitted fabric and black imitation leather with red stitching, the colour scheme echoes that of the dashboard and door trims.

The built-in MINI Intelligent Personal Assistant can be activated with the greeting “Hey MINI” or by using the steering wheel button. Voice-controlled interaction takes place on the circular OLED display in the form of an animation of graphic elements, typography, and an avatar.

Users can choose between the visualisation of “MINI” and the virtual travel partner “Spike”. The driver can easily control navigation, telephone, entertainment, and numerous vehicle functions by voice.

The new Parking Assistant Plus makes the parking process even easier. Thanks to 12 ultrasonic sensors and four surround-view cameras, possible parking spaces can be identified more clearly and even independently initiate space-restricted parking manoeuvres.

With MINI Digital Key Plus, the smartphone becomes the key and opens the car automatically, and is transferable to different users.

The welcome projection of the front and rear lights begins at less than three metres in proximity, and the doors are unlocked when the driver is less than 1.5 metres away from the car.

Local specifications for Singapore have yet to be announced. Watch this space.

Photo Credits: BMW MINI

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The Bentley Environmental Foundation celebrated its first anniversary with the announcement of three new partnerships.

The latest group of organisations, to join the Foundation, namely Hubbub, Forum for the Future and Renewable World, takes the total number of partners to ten in just 12 months, further reflecting Bentley’s ongoing ambitions to help preserve and regenerate the planet for future generations.

UK-based charity Hubbub brings businesses, organisations, local authorities and community groups together to create environmental campaigns. Last year, the award-winning charity delivered 49 projects, encouraging over six million people to think differently about environmental issues.

With support from the Foundation, Hubbub plans to bring people closer to nature by connecting community-led green spaces across the UK, with work starting this summer.

Forum for the Future is a leading international non-profit that, for the last 28 years, has been working to accelerate the shift towards a just and regenerative future. Through a series of partnerships with governments, businesses and local groups, Forum has focused attention on how we produce, consume and think about our food and energy.

The Foundation will support a new phase of the project, developing and sharing revised guidance on how businesses can drive lasting change along with real-world examples of trailblazing businesses already putting theory into practice.

Renewable World enables people living in poverty to transform their lives by improving their access to clean energy, empowering them to develop sustainable and resilient livelihoods, and mitigating the impact of climate change.

The Foundation will be supporting The CLASS Project in western Nepal’s Banke National Park, which will pilot clean energy approaches to improve livelihoods, conservation, safety and sustainability.

Part of the luxury marque’s industry-leading Beyond100 strategy, the Bentley Environmental Foundation highlights the company’s ongoing commitment to supporting sustainability initiatives on a global scale. In its first 12 months, the Foundation’s existing seven partners have already achieved a number of key milestones.

Beyond the impact of philanthropy alone, the Bentley Environmental Foundation has enjoyed further achievements. Alumni of the Biomimicry Institute’s Ray of Hope Prize pitched to Bentley’s own design department, inspiring its internal team to consider the further integration and application of nature-inspired projects.

A ‘Let’s Talk Sustainability’ forum was created to discuss sustainability topics, hosted by Bentley’s expert partners for more than 4,000 colleagues in Crewe.

Meanwhile, volunteering opportunities for Bentley colleagues have been hosted throughout the year, with integrated content from Foundation partners also added to the company’s eAcademy curriculum.

Bentley also continues to inspire and educate early career colleagues by providing placements via the Foundation, who have recently become proud members of the Environmental Funders Network and Catalyst 2030.

Photo Credits: Bentley

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Seems like it was just yesterday that we reviewed the G87-generation hip-to-be-square BMW M2. Actually, it kinda was. And here we are with the LCI G87 BMW M2, the quickest LCI that we know of for a BMW.

The worldwide launch is scheduled for August 2024, and the M2 LCI will be built alongside the LCI 2 Series Coupe at the BMW Group Plant in San Luis Potosí, Mexico.

The engine remains the same three-litre turbocharged inline six-cylinder, but power goes up, from 453hp for the pre-LCI, to 480hp. Torque for the optional six-speed manual version remains at 550Nm but the standard eight-speed automatic gearbox gets an additional 50Nm to 600Nm of torque.

Two single-scroll turbos, direct injection, VALVETRONIC and Double-VANOS, along with a closed-deck block with the reinforced crankcase, forged crankshaft, wire-arc iron coating-sprayed cylinder bores and 3D-printed core for the cylinder head let this engine make its heady numbers.

For the purists out there, BMW has not fiddled with that which is so endearing about the M2 – rear-wheel drive only.

The century sprint is dispatched in 4.2- and 4.0 seconds for the manual and automatic respectively, while top speed is electronically limited to 250km/h. Specify the optional M Driver’s Package and that too takes a bump to 285km/h.

An M-specific cooling system ensures the powertrain components maintain an optimal operating temperature even under heavy loads. The oil circuit is also designed to handle extremely dynamic driving situations. A map-controlled oil pump ensures reliable oil supply even under extreme longitudinal and lateral acceleration.

Visually, M-specific design features cater to functional requirements of cooling air routing and aerodynamic balance and aesthetics. A large, horizontal BMW kidney grille and the three-section split lower air intake optimise cooling of the powertrain components and brakes.

M2-specific LED headlights contain a single circular projector each that generates both low beam and high beam. U-shaped light guides serve as both the daytime driving lights and turn indicators.

Available as options are Adaptive LED Headlights with BMW Selective Beam non-dazzling High Beam Assistant and M lights Shadowline with dark inlays.

This LCI M2 can also be ordered as an option with an M Carbon roof that not only reduces the car’s weight by around six kilograms but also increases agility by lowering its centre of gravity.

The rear apron of the new BMW M2 features a noticeable diffuser. Dual twin-tailpipes, now finished in black as standard, add to the visual and aural theatrics at the rear.

A choice of three solid colours, five metallic shades and six BMW Individual paint finishes will be available to customers. These include the new Sao Paulo Yellow solid, Fire Red metallic, Portimao Blue metallic and Skyscraper Grey metallic colourways. Step up to the BMW Individual paint finishes and pick between Java Green, Voodoo Blue, Grigio Telesto and Twilight Purple.

19-inch and 20-inch M light-alloy rims in double-spoke design and with a Jet Black finish as standard equipment feature front and rear respectively, and give the M2 a purposeful stance.

They’re also optionally available in Silver and can be combined with track tyres if the optional M Race Track package is specified.

On the inside, the standard-fitted M leather steering wheel now has a flat-bottomed rim and modified spokes. It sports a red centre marker in the 12 o’clock position, gearshift paddles and two M buttons for selecting individual configurations.

An M Alcantara steering wheel is now also available as an option in the same design. A heating function is offered as an option for both steering wheel variants.

The M Sport seats in Vernasca leather can also be optionally ordered in a red/black bi-colour variant.

Optional M Carbon bucket seats can be specified in conjunction with the M Race Track package or as an individual option, and features surfaces in Merino leather, multi-way electric adjustment, removable head restraints and a facility for adding a multi-point harness.

M-specific content in the BMW Curved Display and optional BMW Head-Up Display further enhances the M2’s sports car aura. A 12.3-inch information display and a 14.9-inch control display feature BMW Operating System 8.5.

The interior trim elements in the instrument panel and centre console come as standard in Dark Graphite matt. Interior trim elements in Aluminium Rhombicle Anthracite, M Carbon Fibre or new Fine Brushed Aluminium are available as an option.

Standard equipment includes adaptive M suspension, M Servotronic steering, M Compound brakes, and M Traction Control.

Also fitted as standard are three-zone automatic climate control, ambient lighting, a HiFi speaker system, a wireless charging tray and the BMW Live Cockpit Plus with BMW Maps navigation system, and Apple CarPlay and Android Auto.

Standard driving features include front collision warning, Cruise Control with brake function, Speed Limit Info function with no-overtaking indicator, Lane Departure Warning and Park Distance Control with sensors at the front and rear.

Optional features include Driving Assistant, Active Cruise Control with Stop&Go function and Parking Assistant with Reversing Assistant, as are Comfort Access, sunroof, Harman Kardon Surround Sound System, BMW Head-Up Display and BMW Live Cockpit Professional with Augmented View.

More details to come later this year. Stay tuned.

Photo Credits: BMW

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Life Cycle Impulse or LCI is BMW-speak for mid-cycle refresh or facelift. That’s what’s happened here with the G42 BMW 2 Series Coupe, set for market launch in August 2024.

Five engine variants will be available from launch, with Singapore specifications yet to be confirmed.

The 218i, 220i and 230i coupes all sport two-litre inline four-cylinder turbocharged engines with 156hp and 250Nm of torque, 184hp and 300Nm of torque, and 245hp and 400Nm of torque respectively sent to the front wheels via an eight-speed automatic transmission.

These outputs see the 218i, 220i and 230i dispatch the century sprint in 8.7 seconds, 7.5 seconds, and 5.9 seconds, and on to a top speed of 224km/h, 236km/h, and 250km/h respectively.

There will also be a hot-version M240i xDrive with a three-litre turbocharged inline six-cylinder engine with a healthy 374hp and 500Nm of torque being channelled to all four wheels via an eight-speed automatic gearbox.

0-100km/h is dusted off in just 4.3 seconds, and on to an electronically limited top speed of 250km/h.

There will also be a 220d diesel version with 190hp and 400Nm of torque, but this variant is unlikely to hit our shores.

All variants of the LCI 2 Series Coupe will come fitted with the M Sport Package as standard, which includes extra-large air intakes at the front, more prominent side skirts, a distinct rear apron with vertical reflectors and a diffuser-like insert, and M Sport suspension.

M high-gloss Shadow Line is now also part of the standard equipment. An optional M Pro Sport Package complements the dynamic exterior design with M Shadow Line lights, an M rear spoiler in sapphire black and the M high-gloss Shadow Line with extended features.

There will also be an M sport brake system with red-painted brake callipers and M seat belts, in addition to new paint colours consisting of two solid and five metallic, light alloy rims, steering wheels and seat upholstery to add a modern touch on the outside and inside.

BMW Operating System 8.5 features on the inside and brings tech in this junior coupe up to date. The system comprises a 12.3-inch Information Display and a 14.9-inch Control Display.

The standard ambient lighting also includes new waterfall lighting integrated into the covers of the central air vents, whose colour and brightness can be adjusted to suit individual preferences, with nine colour schemes to choose from.

An M leather steering wheel is standard fit, as are sports seats for the driver and front passenger. Bucket-like M sport seats will be available as an optional extra.

More details to come in due course.

Photo Credits: BMW

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Mercedes-Benz has announced Mission: Electric to showcase the Mercedes-Benz electric vehicles (EVs) experience. Participants can sign up for Mission: Electric at the following registration link.

Participants can register a team of up to four persons and will have the unique opportunity to test drive a range of Mercedes-Benz electric vehicles. These include the recently launched EQA and EQB, the EQE and EQS saloon and SUV models.

The Mercedes-AMG, performance-oriented EQE 43, and 53 will also be available in both saloon and SUV models.

The following slots, available on a first-come-first-served basis, will commence from Mercedes-Benz Center, Level 2:

• Fri, 21 June 2024 – Sun, 23 June 2024: 8.15am – 1.30pm / 1pm – 6.30pm
• Fri, 28 June 2024 – Sun, 30 June 2024: 8.15am – 1.30pm / 1pm – 6.30pm
• Sat, 6 July 2024: 8.15am – 1.30pm
• Sun, 7 July 2024: 8.15am – 1.30pm / 1pm – 6.30pm

Each route is meticulously planned to showcase the best of Mercedes-Benz’s driving dynamics, performance, connectivity, and luxury. The event will feature a series of interactive and engaging activities to provide a deeper comprehension of Mercedes-Benz’s EV advancements:

• Hands-on Test Drives: Attendees can experience the silent yet dynamic drive of Mercedes-Benz electric vehicles, discovering the seamless blend of luxury and innovation.
• Efficiency in the new era: How battery, motor, and design innovations lead to highly efficient EVs from Mercedes-Benz, where range anxiety is a concern of the past.
• Innovative Technology Demonstrations: Learn about advanced battery systems, smart regenerative braking, and the intuitive Mercedes-Benz User Experience (MBUX) that offers a connected and intelligent driving experience.
• Fun-filled Missions: Participate in uniquely designed Mercedes-Benz challenges and pitstop activities.
• Curated Destinations: Enjoy farm-to-table experiences out in nature with meals crafted from local produce, and indulge in a sweet treat workshop that emphasises eco-friendly practices.

At the end of the driving experience, participants will return to the Mercedes-Benz Center to receive exclusive Mercedes-Benz Plastify coasters that are crafted from recycled materials.

This initiative underscores Mercedes-Benz’s commitment to sustainability and environmental responsibility, symbolising the brand’s approach to keeping present resources in use for as long as possible, maximising utility while minimising overall waste.

The event is open to drivers aged 25 and above with a valid driving license of at least 24 months, and non-driving participants are also welcome to join and experience the event.

Registration for each slot costs SGD 50 and can accommodate up to four people per car.

Photo Credits: Mercedes-Benz Singapore

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What’s the best antidote to two weeks of Home Improvement Program-induced dust, noise and disruption? Why, the Alfa Romeo Stelvio Veloce of course!

Before anyone clicks away thinking that this writer has finally gone stark raving barmy, hear me out. We’d already endured eight working days of hacking, drilling, cementing, tiling, plumbing et al at home by the time the Stelvio Veloce was ready for collection.

At the last minute, we were informed about some bathroom fittings that we had to buy ourselves. This is where this Italian performance sports utility vehicle (SUV) came into its own, making round-island runs effortlessly to pick up the remaining stuff.

And being highly entertaining to drive while doing it, dissipating the fortnight-long doldrums in the process. More on that later.

Just like the Giulia Veloce reviewed earlier this year, Stelvio Veloce sits in a league of its own. At its price point, no other SUV comes close performance-wise. Not to mention emotion-wise.

Esterno

The one major difference between this facelift and the previous version can be found in the headlights. Bi-xenon projectors have finally been eschewed in favour of more modern full LED matrix ‘trilobe’ items with sequential turn signals illuminating each lobe until all three are lit.

Everyone knows that telephone-dial rims are de riguer for Alfa Romeo, and 20-inch items wrapped in 255/45R20 Michelin Pilot Sport 4 SUV tyres make their appearance here.

So do red four-piston Brembo callipers in the front and single-piston sliding callipers in the rear. Contrasting nicely with the test vehicle’s Alfa White paintwork and red racing stripe, there’s no mistaking this SUV for anything else other than an Alfa Romeo.

The rear end blends SUV practicality with coupe-like rakishness in the windscreen. Distinct perimeter-lit LED taillights add to the flair and dramatics, and twin tailpipes in the lower valence tell everyone that Stelvio Veloce means performance. As does the Q4 badge. More on that later.

Interno

Stand nearly centred with the rear end and sweep your right leg underneath the bumper from left to right. The tailgate opens electrically to reveal a cavernous 1,600-litres of cargo capacity with the 40:20:40 split-folding seatbacks completely down.

With them up, boot space is still a decent 525-litres, more than enough for soccer-mom duties when the occasion calls for it.

I’ve said it before and I’ll say it again – very few brands can pull off a red leather interior without coming across as vulgar, and Alfa Romeo is high up on that shortlist.

There’s sufficient legroom, headroom and shoulder space in the rear for two full-size adults, although three can sit abreast in a pinch. Two pairs of ISOFIX anchor points are available for child seats.

A couple of aircon vents keep rear occupants cool, and two USB power outlets are fitted to keep their mobile devices charged up and ready to go.

I wish Stelvio Veloce came with a panoramic sunroof. Due to the black headlining, the sunroof would have gone a long way toward lifting interior airiness. However, it can be optionally specified if so desired.

Sporty front seats tell a tale of performance even before one gets in. Electrical adjustments are available, including three memory settings for the driver’s seat. They’re supremely ergonomic, and while firm, never get uncomfortable.

Once adjusted to one’s preference, the perfectly-sized leather-wrapped steering wheel, adjustable for reach and rake, falls naturally to hand. That the column-mounted shift paddles are substantial speaks further to Stelvio Veloce’s performance bias.

The other major change that this facelift brings is the 12.3-inch full-TFT screen, which Alfa Romeo calls ‘Cannocchiale‘ or ‘telescope’, probably because the instrument cluster surrounds resemble a public-viewing telescope situated at the top of very tall skyscrapers.

I’d argue that the instrument cluster surround is designed to resemble feminine curves of the upper torso region, but we’ll let the cheekiness slide since this is an Alfa Romeo after all.

Where the analogue cluster of old will be sadly missed, this digital screen goes a step beyond in offering three customisable gauges named Relax, Evolve and Heritage respectively.

Heritage harks back to the Alfa Romeos of yore, and Relax is minimalist and will appeal to some. I found myself using Evolve more frequently for it is my favourite theme.

If tech is your thing, then the Alfa Romeo will disappoint. Apple CarPlay and Android Auto are available in the 8.8-inch touchscreen infotainment system, which can also display performance gauges.

This is perfect for folks like me who prefer technology to be in the background and unintrusive. However, I wish the screen could have been of a higher resolution.

No matter though, for Waze directional instructions are mirrored on the instrument screen.

Dual-zone climate controls are adjusted by physical knobs and buttons (HOORAY!!!) and two cupholders and a USB charging port and a 12-volt outlet feature below said controls.

Drive modes are selected by the ‘DNA’ knob to the right of the gear lever, and ‘dynamic’, ‘natural’ and ‘all weather’ modes either slacken off throttle response and sharpen up stability control in descending order, or vice-versa in ascending order.

Here again, I wish Stelvio Veloce came with adaptive dampers, for the ‘DNA’ knob would control the dampers too, along with a dedicated button in the centre of the knob. Alas, this is an optional extra.

There are also no auto-hold brakes available, which is a curious omission by parent company Stellantis since its functionality is directly controlled by the ABS module, which would simply need to be programmed to hold line pressure when one’s foot comes off the brakes at a standstill.

The USB ports for connectivity are ensconced in the centre cubby, along with the wireless charge pad.

Hoonigan McTwatopotamus

There’s no getting away from the fact that Stelvio Veloce is firmly damped, and the lack of adaptive dampers means a rather busy ride, especially for a family-friendly SUV, at street speeds.

Get it up on the highway though, and the firm damping starts to make complete sense, smoothing out at higher speeds and keeping this nearly 1.8-ton vehicle planted on a firm footing.

Truth be told, Stelvio Veloce encourages one to drive like a hoonigan twatopotamus from Twats “R” Us in a spirited manner.

That’s not to say it can’t cruise, for it can indeed. However, it constantly eggs you on with a “c’mon, c’mon, c’mon… MOVE IT!!!” vibe and you soon find yourself looming down upon vehicles up ahead. Watch as they hurriedly get out of the way.

Which then brings us on to how it negotiates the twisty stuff. Where Giulia Veloce is undoubtedly a svelte ballerina, Stelvio Veloce can be described as cruisin’ for a bruisin’.

Don’t get me wrong. It can still groove in the same way that John Travolta can groove up a Saturday Night Fever. Twists and turns make this performance-biased SUV really shine.

Due to its rear-biased all-wheel drive setup, power is only sent to the front wheels when needed. This means a decidedly more sporty handling SUV from the word ‘go.’

Set the ‘DNA’ selector to ‘dynamic.’ Then, knock the eight-speed automatic gearbox into manual mode and use the delectable column-mounted paddle shifters to select the appropriate gear for the corner.

Brake in a straight line, come off the brakes and with neutral to slight-positive pressure on the accelerator while negotiating bends and corners, and Stelvio Veloce will dance right through them.

The limited-slip differential (LSD) in the rear (hence the Q4 badge) helps the rear end rotate and assist the nose to point in the intended direction of travel. So does the quick steering rack at around two turns lock-to-lock, and you have yourself one darty SUV.

Use these to your advantage, and Stelvio Veloce will enthral you to no end. Be warned though. If you ham-fistedly throw it into a corner, it will understeer. Slower in, faster out. That’s the mantra to recite.

On a straightaway, bury the accelerator into the floor and the turbocharged two-litre 280hp engine will howl as it swings toward its 5,500rpm crescendo, only for the next cog to be selected and for it to howl all over again. Electrifying!

Should You Buy One?

It does decently on fuel economy as well. Where Alfa Romeo quotes 9.1-litres/100km or 11.0km/litre combined efficiency, I was able to clock a weighted and normalised average efficiency of 7.72-litres/100km or 13.0km/litre, meaning 700-800+km of range is possible from its 64-litre petrol tank.

Interestingly, the street efficiency is exactly the same as the Giulia Veloce’s. Naturally, fuel economy is dependent on driving style, traffic conditions and use case, but the key, as usual, is to drive smoothly, not slowly.

So, what about niggles?

It doesn’t have auto-hold brakes, which would have been a Godsend at traffic lights. A sunroof would have been nice to lift the interior’s airiness. Adaptive dampers would have made the ride more compliant in street situations.

The infotainment screen is a little small but navigation directions are at least mirrored in the instrument cluster. The reverse camera’s image could have been higher in resolution.

It wouldn’t be an Alfa Romeo without niggles, would it? Just like that gorgeous gal who can really get on your nerves sometimes, but blows your brain at all others.

In the latter respect, it has pretty good space and pace. It looks unique and stands out in a sea of humdrum SUVs, and drives and corners beautifully. It enthrals to no end and definitely awakens one’s soul. And most of all, it is a true Alfa Romeo.

Tired of living like a drone because family life means trading in fun for mere practicality? Not with the Stelvio Veloce, it doesn’t. Head down to the Alfa Romeo showroom, take a test drive and rekindle the inner flame of your once-dormant but now-active cuore sportivo or sporting heart. Why?

Because the Alfa Romeo Stelvio Veloce is a performance SUV with oodles of 𝑪𝒖𝒐𝒓𝒆 𝑺𝒑𝒐𝒓𝒕𝒊𝒗𝒐.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Alfa Romeo Stelvio Veloce

Engine Capacity: 1,995cc inline four-cylinder turbocharged
Power: 280hp @ 5,250rpm
Torque: 400Nm @ 2,250rpm
Drive: rear-biased, all wheels
Transmission: eight-speed automatic with rear limited-slip differential
0-100km/h: 5.7 seconds (claimed)
Top Speed: 230km/h (claimed)
Kerb Weight: 1,755kg
Fuel Capacity: 64-litres
Range: up to 703km (claimed)
Fuel Economy: 9.1-litres/100km or 11.0km/litre (claimed)
Price: S$299,888 with COE (accurate at the time of this article)
Contact: Alfa Romeo Singapore

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