But yes, it surely is unique. One thing I’ve really grown to love is the way Hyundai has incorporated these pixel-like, squarish elements all over the car. They’re everywhere—the LED headlights and taillights, the intricate wheel designs, even little touches in the cabin. It’s such a cool way to tie the car’s futuristic vibe to a sense of playful nostalgia. It’s like a nod to the 8-bit era, but in a sleek, modern package.

The inside of the IONIQ 6 continues the theme with square-shaped controls and subtle lighting patterns. It feels cohesive and just really well-thought-out, like every little detail has a purpose. Sitting in the driver’s seat, you feel like you’re part of something cutting-edge yet approachable.

Speaking of cutting-edge, one of the fun things about living with a car for a long period of time is the fantasy of modifying it. None of my 30+ past cars have been left stock, so it was only natural for me to start thinking of what I’d do to this car if it were mine.

So, I did a little rendering to imagine it with bigger wheels, superimposing the original concept car’s wheel design onto the 6. Since H&R from Germany already sells lowering springs for the car, I “dropped the height” a little too, and strip in a silver decal at the lower part of the body.

My, oh my, it looks incredible. The lowered stance and those chunkier wheels make it look like it’s ready to take on the track.

But while the above photo was photoshopped, the ones below are not. These are from H&R themselves and it will give you a glimpse of what a murdered-blacked-out IONIQ 6 would look like if the stock 20-inch wheels were sprayed glossy black and the car dropped 30mm in height. Sick right?

If you’re into modifying your cars, the IONIQ 6 has so much potential to really make it your own.

This got me thinking about the RN22e concept car, which was the precursor to the IONIQ 6 N series. If you haven’t seen it, go look it up—it’s insane. The RN22e takes the same platform as the IONIQ 6 but cranks it up with track-level performance and handling. It’s basically a preview of what’s to come in the IONIQ 6 N, which has me really excited. If Hyundai can deliver anything close to the RN22e in the N series, it’s going to be a serious game-changer for EV enthusiasts.

Every day with this car makes me appreciate it more. Truly.

It’s been smooth to drive, utterly reliable and easy to live with. With Chinese New Year around the corner, I’ve begun week five with lots of lunch appointments, running of errands and cross-island travels–there’s no other car I’d rather be in right now.

Hyundai IONIQ 6 Long-Term Review:
Week One – Our long-term test drive kicks off
Week Two – Range anxiety – is it really an issue?
Week Three – Charging downtime has its perks
Week Four – What if I modified the IONIQ 6?
Week Five – More reasons why it really won our ACOTY

The all-electric Countryman SE is a clear sign that MINI is serious about its move into the electric age. If you’re a longtime MINI fan, you’ll find plenty to love in this new model, though it depends on what you love MINI for. Because it ticks some boxes, but definitely not all of them.

Does it still look ‘MINI’?
Well, yes, the new Countryman SE still screams MINI but with some excellent, modern touches. The front grille is mostly closed off (because, hey, no engine), and the ‘glowing’ LED headlights give it a sleek, futuristic vibe. Overall, the style and proportions are similar to those of the outgoing car, so you can still tell it’s a MINI Countryman, but the edges are now, erm, edgier.

The Countryman has always been bigger (maybe also badder, if you consider that this new model has a JCW variant, too?) than the regular MINI Cooper, which gives it a strong presence on the road. However, that makes it a little bulkier, too. It’s good for space but not so much for pace—but we’ll talk about that later.

Step inside, and you’ll find a cabin that’s both minimalistic, stylish and functional. The brand has decided to retain some of its design cues; the WWII pilot switches are still around and sit below the round screen. A circular OLED display is the centrepiece of the new car, and it houses the brand’s latest tech, the MINI Operating System 9. Designed with a “Charismatic Simplicity” approach, it aims to be both functional and fun to use. But in truth, it does take some getting used to. After all, MINI’s UI/UX designers were trying to fit a round peg in a square hole, or should it be a square peg in a round hole in this case?

Either way, it scores a 10/10 on being cool and novel but a 7/10 on user-friendliness. The design, high-res graphics, and colours are fantastic, blending static and dynamic elements for a sleek and seamless experience.

The rest of the interior gives off a modern, sustainable, eco-friendly vibe, with recycled fabrics and trims that match the car’s green theme. But yet, there are some sections, like the switches, that are clearly made out of hard plastic. But you could excuse MINI for doing that because the new Countryman also tries to blend hints of being a rugged and utilitarian machine – almost Land Rover Defender-like. So, while it’s trying to be too many things at a time, perhaps the hardier materials and chunkier design cues are there for that reason? Who knows? I’m just guessing at this point.

Like all SUVs, though, you sit a bit higher, which is great for visibility, and there’s plenty of space for you and your passengers. The boot and cargo space is still ample at best—after all, it is a MINI. Overall, the step away from having a cute and roundish design language is big and bold. While I think it was, and still is, necessary to keep reinventing oneself, the new design is a tad bit overdone. I like how clean the new panels are, though (on the MINI Cooper, too), but let’s see how all of you react to it. The proof is, after all, in the pudding, and by that, I mean sales.

Does it still feel ‘MINI’?
The Countryman may not be the best model to benchmark against for the ‘MINI feel’. But I can see how the engineers and designers have tried to make it work. The overall approach to keeping things fun and fresh is rather apparent, and the MINI Experience Modes are one of these things. With up to seven modes, you can personalise the driving experience to fit your mood, change the lighting, display colours, and even the driving dynamics, adding a touch of MINI’s spirit to your everyday drive. For example, putting it in ‘Balance’ mode brings up a zen-like colour theme and activates the massage seats. Switching to Go-Kart sharpens up the drive and changes the interface to a racier one with chequered flags and racing meter motifs. Undoubtedly, it’s a more digital take on being relevant, but hey, I guess it’ll work on the younger crowd?

Does it still drive like a MINI?
Well, yes and no. Let me explain.

MINIs have always been known as zippy little machines that respond to driver inputs and feel like a go-kart to drive. Believe it or not, to some extent, the Countryman actually meets the full criteria. But (and you know there is a ‘but’) because much of it is no longer analogue but electrically tuned, the combined result is a slightly confused car.

Let’s look at the figures: The Countryman SE packs 304 bhp and 494 Nm of torque to all four wheels. So yes, it’s definitely zippy, as acceleration is instantaneous and very brisk. Driver feedback has also been dialled in to ensure the car reacts to the slightest of steering inputs. But here’s where things get a little iffy; the steering feels disconnected and is almost like a gaming console.

Also, if you’re used to that go-kart feel, this might be a letdown. The car’s size and weight make it feel less agile, and you do feel the heft and body roll, especially when you’re tackling tight corners or twisty roads. In the end, the Countryman is more about comfort than sportiness, which is great for daily driving but not so much for those who crave a bit of excitement behind the wheel.

Range and Charging
On the practical side, the Countryman SE delivers a solid range of up to 433 km on a full charge. That’s plenty for most commutes and road trips. If you’re in a hurry, you can get from 10% to 80% charge in about 35 minutes with a 50 kW fast charger. A full charge with an 11 kW wall box at home should take around 6.5 hours. The non-S version (-105 bhp) promises a better range at 462 km per charge and is SGD 15,000 less. 

Verdict
The MINI Countryman SE is a fun and stylish electric SUV that offers a lot in design, tech, and range. The new MINI Operating System 9 is a big win, making the tech fun, easy and enjoyable to use. In the end though, much like the MINI Experience Modes, the Countryman SE is a mix of personalities in one car. While that might be a plus for some, to me, it comes off as not really knowing what it wants to be.

As a driver who appreciates MINIs for their sharp, sporty driving feel, I had expected a bit more. The steering feels artificial, and the car’s size makes it less agile than the smaller MINIs we all know and love. Ultimately, it’s more of a comfy cruiser than a nimble road warrior.

If you’re looking for an electric car with more personality than the typical templated Chinese EV, the MINI Countryman SE ALL4 looks to be the perfect fit. Our pick would be the non-S variant; while it may offer less power, it should fulfil the wants and needs of potential Countryman owners.

Technical Specifications

MINI Countryman SE ALL4

Powertrain: Dual Electric Motor, All-Wheel Drive
Power: 304 bhp
Torque: 494Nm
Gearbox: Single Speed (A)
Acceleration: 5.6 Seconds (0-100km/h)
Battery Capacity: 66.5 kWh
Drive Range: 443 km
Energy Consumption: 18.6kWh/100km (claimed)

Price: S$243,888 with COE (accurate at the time of this article)
Contact: MINI Habitat

Photo Credits: Joel Tam (@carboy_365)

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It took not just one but two drives for the AutoApp team to decide if they prefer the BMW Z4 M40i or the Toyota GR Supra. Both feature identical mechanicals but built on very different philosophies.

It’s no secret that both cars are based on the Z4 so the BMW should enjoy the ‘home ground’ advantage since the engine, gearbox and chassis comes from the German carmaker. However, the Toyota has a few surprises up its sleeve with a lower kerb weight. It somehow manages to incorporate the typical lithness and finesse that Japanese sports cars are known for.

It’s been over 25 years since a new Toyota Supra was launched so this is one car we have been looking forward to driving. When its predecessor came out, it was seen as a Ferrari-challenger. Today, the GR Supra is targeted at cars like the Audi TT and Porsche Boxster.

The BMW Z4 on the other hand, has matured nicely into a car that can handle touring duties as well as it can a B-road blast.

So which would we take home? You’ll have to watch our video to find out. Let us know what you think in the comments and don’t forget to subscribe so you won’t miss more videos that will be coming out.

Technical Specifications

BMW Z4 M40i

Engine: 2,998cc in-line 6-cyl turbocharged

Power: 340hp @ 5,000-6,500rpm

Torque: 500Nm @ 1,600-4,500rpm

Gearbox: 8-speed automatic, RWD

Weight: 1,610kg

0-100km/h: 4.5 seconds

Top speed: 250km/h

Basic price: $342,888 with COE

VES: C1($10,000)

Contact: Performance Munich Autos, 6333 3933

Toyota GR Supra 3.0

Engine: 2,998cc in-line 6-cyl turbocharged

Power: 335hp @ 5,000-6,500rpm 

Torque: 500Nm @ 4,500rpm

Gearbox: 8-speed automatic, RWD

Weight: 1,570kg

0-100km/h: 4.3 seconds

Top speed: 250km/h

Basic price: $256,888 with COE

VES: C1 ($10,000)

Contact: Borneo Motors, 6631 1188