Smooth but Uninspiring Performance

Power comes from a 1.8-litre engine producing 97 bhp and an electric motor adding another 94 bhp. Together, they offer a combined 138 bhp and 142 Nm of torque. On paper, that sounds reasonable for an MPV. In practice, the Noah feels smooth and easy to drive at city speeds, but it runs out of breath quickly when pushed harder.

Even with just me in the car, it already felt sluggish when overtaking. With a full family load, I can imagine it feeling even more strained. To its credit, it remains composed and quiet during gentle cruising, which is likely what most owners will do anyway.

Noah’s Ark?

Inside, the Noah’s real strengths show. The layout is practical, featuring captain’s seats in the middle row and a bench in the third row, which allows six passengers to travel comfortably while accommodating up to seven. There are many compartments and cubby holes to store various items; the cabin feels airy and functional, and Toyota’s experience in making family-friendly interiors shines through here.

One neat feature is the easy-open kick function for the side doors. Just swing your foot under the sill, and the sliding doors open automatically. It’s a clever touch usually reserved for boot operation, and families juggling kids or groceries will appreciate it.

Toyota Practicality, With a Catch

The rear hatch is large, making loading big items straightforward. The problem comes when you try to do that in most Singapore carparks. The door swings out wide, and with no remote boot release, you’ll need some space to access it comfortably. It’s a minor but noticeable inconvenience.

Tech and Cabin Quality

Toyota’s infotainment system feels dated, both in design and responsiveness. The interface looks plain and lacks the slickness of newer systems from Korean or European rivals. The rear camera’s resolution is also poor, which doesn’t inspire much confidence when reversing in tight spaces.

The interior design feels slightly overstyled, with too many lines and surfaces competing for attention. It’s functional, yes, but not particularly elegant despite the nameplate.

Verdict – Reliable but Outdated

At around S$230,000, the Noah Hybrid is priced reasonably for its features and offerings. It delivers the usual Toyota strengths: dependability, comfort and good hybrid efficiency. It’s quiet on the move, and it should serve a family of six with ease. But in today’s crowded MPV segment, that might not be enough.

Rivals like the Nissan Serena offer more value, while newer EV MPVs provide fresher tech and stronger performance. The Noah feels like an older model trying to stay relevant in a fast-moving market.

For those loyal to the Toyota brand, this is a safe and sensible choice. For everyone else, it’s competent but uninspiring, a car that will do the job faithfully, but not much more.

Technical Specifications

Toyota Noah Hybrid 1.8 Elegance (A)

Engine: 1.8-litre inline 4
Drivetrain: Front-Wheel Drive
Power: Combined 138 bhp
Torque: 142 Nm
Gearbox: E-CVT
0-100km/h: 13 seconds
Top Speed: 160 km/h
Fuel Tank Capacity: 52 litres 
Fuel Economy: 22.7 km/litre (claimed)
Price: S$229,800 with COE (accurate at the time of this article)

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Once upon a time, the three-box saloon was the undisputed choice for family buyers. No nonsense, boot out the back, honest-to-goodness motoring. These days, of course, it’s all coupe-SUV-this and cross-something-that.

But every now and then, a carmaker decides to swim against the current. That’s what BYD did with its new Seal 6.

Looks May Not Thrill, But the Price Will

The Seal 6 isn’t going to set Instagram alight. It’s not going to draw iPhones at the valet line. Its silhouette blends into traffic like a polite commuter in the MRT.

But then you look at the price tag.

Priced around SGD$171,388, it undercuts most, if not all rivals in the market. Even the JMEV Elight is marginally more expensive. If you want a set of wheels with a decent monthly instalment plan, this is it.

Composed, Capable… But Not Quite Charming

Like most new EVs that are being launched, the BYD Seal 6 slots into the Category A COE bracket thanks to a detuned 97kW motor with 220Nm of torque.

Realistically, you won’t win any drag races at the traffic light grand prix, but for the average driver, it’s brisk enough. We found that keeping it in Sport mode is the sweet spot for this car.

Being shorter, the Seal 6’s turning radius is tighter; 5.5 metres versus the Seal’s 5.7. Whether it’s making a U-turn on a narrow road or reversing into a multi-storey parking spot on the first go, the Seal 6’s agility is genuinely refreshing.

Throw in a 360-degree camera, and you’ve got a car that makes urban driving far less stressful than you’d expect from a full-sized electric saloon. At 1,780kg, the Seal 6 is 142kg lighter than the Seal. That should translate into greater efficiency. It also rides on smaller 17-inch wheels, which helps both range and ride comfort.

In our real-world test, the Seal 6 clocked 15.1kWh/100km. And with a smaller battery on board, it’s impressive that the Seal 6 can still muster up a real-world 350km of range. For most Singaporeans, that’s a full week of commuting without the anxiety of finding a charger.

With smaller wheels and a lighter body, it’s noticeably more forgiving over uneven roads. Nasty stretches of tarmac will still catch it off guard, but the overall ride is far more settled and family-friendly. It feels less tightly wound, less eager to pounce, and that’s a compliment.

Practical and planted

Inside, BYD has dialled down the glitter. Despite being pitched as the more affordable sibling, the Seal 6 doesn’t feel like a budget version. In fact, its cabin build quality is right up there with the regular Seal. Perhaps even better, depending on what you value.

The rotating screen is gone, replaced with a more conventional (and more usable) fixed 12.8-inch unit. Tech nerds will appreciate the 50W wireless phone charger with active cooling.

Rear legroom is decent, and the flat floor means even the middle seat is bearable. The 460-litre boot has a low aperture, making it easier for cargo to be loaded.

Should You Buy One?

The BYD Seal 6 is well-priced and engineered for efficiency. If your commute involves expressways, school runs, and the occasional Malaysia trip, this car starts to make an awful lot of sense.

But, if you live for the joy of driving and think a good car should dance through corners, you might still gravitate toward the BYD Seal instead.

Technical Specifications

BYD Seal 6

Engine: Single Electric Motor
Powertrain: Rear-Wheel Drive
Power: 95 kW (127 bhp)
Torque: 220 Nm
Gearbox: Single-Speed (A)
0100km/h: 10.9 Seconds
Top Speed: 160 km/h
Battery Capacity: 56.64 kWh
Drive Range: 425 km (claimed)
Energy Consumption: 6.6 km/kWh (claimed)
Price: S$171,388 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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A Sedan That Drives Like Something More

After a short experience with the Model Y during a recent shoot, I just had to get myself behind the wheel of the Model 3. Tesla Singapore was kind enough to arrange a week-long drive in the latest Long Range variant. Rear-wheel-drive, more power (315 bhp) than the two other RWD models, and a lighter battery despite having more range; the specs alone were tantalising.

From the moment I set off, the Model 3 Long Range felt properly sorted. The turn-in is sharp, the handling is poised, and the suspension and damping tell you that this is no half-baked EV. Steering weight is good, so the car responds to direction changes with purpose. On Singapore roads, that quick reflex translates into confidence even when you’re weaving through traffic or tackling tighter corners.

Ageing EV stereotypes of floaty ride and vague steering do not apply here. At the same time, the ride is comfortable for daily use. It strikes a delicate balance between dynamics and usability.

Real-World Range That Surprised Me

According to the official specifications, the Model 3 Long Range is capable of travelling up to 750 km in WLTP terms, provided the right wheels (18-inch) and conditions are met. Our test car had the sexy 19s (so 691 km instead). During my time with it, I used 30% of the battery and achieved nearly 180 km, which, based on rough maths, suggests a real-world range of more than 600 km. That is wild for a sedan.

Of course, real-world driving in Singapore, with air conditioning, traffic, heat, and stops, means you will encounter variation. However, hitting that kind of distance gives you confidence that this car can handle long drives, not just the daily commute.

Brand Evolution and Presence

Tesla is now part of the mainstream conversation. Back then, the Roadster felt novel and niche. Today, the Model 3 carries the “best-selling sedan in Singapore” tag for good reason. It has matured in all the right ways. The brand has gained traction, the network has expanded, and the car itself feels more reasoned rather than over-hyped.

What It’s Like on the Road

In everyday driving, the Model 3 Long Range gives you the best of both worlds. Quiet and refined at moderate speeds, and when you press on, you feel the immediacy of electric torque. There is less drama than in the older Roadster days, but more finesse in how everything works together. Handling, steering and ride all feel cohesive. If you enjoy performance and you also want a practical, grown-up car, this ticks a lot of boxes.

Why It Matters in Singapore

For the Singapore market, the sedan form-factor still has appeal. The Model 3 combines that with EV benefits. Given how often I write about performance cars, electric cars and innovation, having this level of performance in a sedan is notable. The fact that it remains the best-selling sedan shows it makes sense to buyers here. It also presents a solution to those who have range anxiety when travelling in Malaysia. Now you can easily drive to KL or even Ipoh on a single charge.

Final Thoughts

Many electric cars require you to adapt your mindset. The Model 3 Long Range doesn’t feel like a compromise. It feels like a genuine evolution. From my early days driving the Roadster to now piloting this car, Tesla’s journey has been credible, and the Model 3 Long Range is the strongest chapter yet. If you are looking for a performance-oriented EV sedan that delivers and is reliable for daily use, I recommend giving this a strong look.

Technical Specifications

Tesla Model 3 Long Range (A)

Powertrain: Electric Motor | Rear Wheel Drive

Power: 315 bhp

Battery Type: Long Range

Torque: 450 Nm

Gearbox: Single-Speed (A)

0-100km/h: 5.2 Seconds

Weight: 1,747 kg

Battery Capacity: 84 kWh

Drive Range: 750 km on 18-inch wheels | 691 km on 19-inch wheels (claimed)

Energy Consumption: 7.4km/kWh (claimed)

Price: S$217,216 with COE (accurate at the time of this article)

I first came across XPeng when I was working in China back in 2018. Back then, the brand was promoting their first car, the G3 small SUV, heavily in the media, and I remember being rather impressed by its tech innovations, such as its incredibly clever remote self-parking system.

Fast forward to half a decade later, and XPeng has now made its way to Singapore. Outside of BYD, XPeng is probably the Chinese car brand that has drawn the greatest amount of intrigue here, thanks to the company’s highly visible co-founder He Xiaopeng, and its penchant for huge publicity blitzes to showcase its technology advancements. Some even equate XPeng as akin to China’s Tesla.

But tech is a fast-moving arena, and constantly improving is the name of the game. And so, barely a year after XPeng’s G6 SUV was introduced here, the car has received a facelift, bringing with it improvements that would hopefully enhance the experience even further.

Blink And You’ll Miss It

There are some minor styling changes to the updated G6, but honestly, you’ll need to be very observant to be able to point them out. The front light bar now stretches across the width of the car, and as a result, the XPeng logo now moves up to the bonnet, instead of sitting in the middle of the bar.

At the back, the tailgate features what looks like a mild rear spoiler, breaking up the curvy blob design and giving the G6 a slightly more sporty stance. The bumpers apparently are a bit more sculpted too, but it’s genuinely hard to spot, even for the sharper-eyed.

Ergonomically Enhanced

The interior of the XPeng G6 gets more substantial changes however. The most visible tactile difference are the air con vents, which can now be adjusted manually instead of via the touchscreen. It’s very much a welcome change, because anything that doesn’t require you to focus too much on the touchscreen is always a good thing.

The driver instrument display is now a standalone screen, instead of being embedded in the dashboard previously. The main central touchscreen is now bigger as well, at 15.6-inches, up from 14.9-inches previously.

The dashboard also looks a tad classier, with its faux wood inlays that gives the car a slightly upmarket feel, and you now get ambient lighting available too. There is a new digital rear view mirror as well, which is quite handy because visibility out the back is blocked by the rear headrests otherwise.

Overall, the cabin of the updated G6 now feels more befitting of the car’s premium positioning status.

Update Your Software

XPeng has gone on to upgrade the infotainment’s operating system (OS) software as well, and the improvements are pretty numerous. I won’t go into every single update for the sake of brevity, but I’ll just pick out the highlights.

There is something called XCombo, which allows you to preset certain instructions for the car to follow under various conditions. For example, you could get it to turn on the air con at a predefined time of the day. Or switch on the ventilated seats whenever you get in the car, and various other things like that.

Other notables include the massage seats for the front occupants, which now have six different programmes to select from. The integrated dash cam also has an emergency recording function that automatically records footage whenever it detects an event or incident, such as an impending accident or collision.

One thing which hasn’t really changed though is the automated self parking function, which is just as well, because XPeng’s system is arguably the best one in the market out there. It can fully detect any available parking spaces, and all you need to do is select your desired spot and let the car do the rest.

Pure Performance

Along with the facelift, XPeng has also introduced a new Performance variant of the G6, which is now the flagship model of the range. The Long Range is now the entry-level version, while the Standard Range variant has been dropped.

The G6 Performance comes with dual motors and All Wheel Drive, compared with the Long Range model which is rear wheel drive only, and the two motors combine to produce a total of 480bhp and 660Nm of torque, which are supercar slaying numbers indeed.

0-100km/h comes up in 4.1 seconds, and the car does accelerate alarmingly briskly. However, it doesn’t quite do it with the same kind of forcefulness as you’ll get in a Tesla, for example. Instead, it creeps up on you with a sense of calm silence, and before you know it, you’re doing highly illegal speeds that would put you at risk of losing your licence.

Part of the reason could also be down to the G6’s refinement levels, which have been improved somewhat over the pre-facelift model. The suspension has been tweaked to smoothen out road undulations even further, and insulation has been enhanced to weed out more external noise from the cabin.

The car is supposedly better to drive in the corners as well, but truthfully, the G6 was never an engaging handler in the first place. Body roll is slightly reduced, and there is generally a good amount of grip, but otherwise, the G6 goes through bends with minimal fuss without coming across as particularly entertaining.

Fast And Furious

Fully charged, the XPeng G6 Performance offers a range of 510km, which is impressive in its own right, though slightly down on the Long Range’s figure of 525km. The test car yielded a figure of nearly 550km though, so it is entirely plausible to do over 500km in the real world.

A notable change on the updated G6 that may not be immediately beneficial is the car’s charging speed, which can now accept a maximum of 451kW on DC power, an improvement from 280kW previously. However, there are no chargers in Singapore that can charge at that speed currently, so the increase is rather moot, for now.

Given the rate of change in the world of EV development however, it won’t be surprising if such chargers come online soon to serve cars like the G6, putting to rest the issue of range anxiety once and for all. 

Just like back in 2018 when it was a fledgling newcomer, XPeng seems to be constantly staying ahead of the curve. The improvements on the G6 may be relatively minor in nature, but they offer a glimpse of how XPeng relentlessly improves itself and its products in the name of progress.

Technical Specifications

XPeng G6 Performance

Powertrain: Dual Electric Motors, All Wheel Drive

Power: 358 kW (480 bhp)

Torque: 660 Nm

Gearbox: Single-Speed (A)

0-100km/h: 4.1 Seconds

Top Speed: 202 km/h

Battery Capacity: 80.8 kWh

Drive Range: 510 km (claimed)

Energy Consumption: 5.4km/kWh (claimed)

Price: S$251,999 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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There are cars that dazzle you with digital gimmickry. There are those that promise Nürburgring lap times, even if their most spirited outing is the IKEA carpark. And then there’s the Subaru Forester.

Now in its sixth generation, the Forester isn’t here to trend on TikTok. It’s the automotive equivalent of that one friend who still wears the same fleece from 2002, not because they’re behind the times, but because it still works perfectly.

Built before SUVs were cool

Rewind to 1997. The term ‘SUV’ hadn’t yet become the genre-defining buzzword it is today. And yet, the first-generation Forester quietly carved a niche all its own part estate, part SUV, wholly practical. It was boxy, capable, and didn’t care for pretence. It still doesn’t.

And that’s precisely what makes this sixth-generation Forester so endearing. It hasn’t tried to reinvent itself as a fashion-forward urban soft-roader. Instead, it continues to serve adventure-seekers with unwavering dedication. AWD is standard. Ground clearance is a generous 220mm. And visibility? Practically panoramic.

What’s changed?

Well, not much, and that’s not a bad thing. Subaru has been careful here. The 2.5-litre flat-four e-Boxer engine still powers all four wheels via a CVT gearbox. The chassis remains largely the same. Even the footprint hasn’t grown much, which is a blessing when navigating tight roads.

What is new, though, is the design. Slimmer headlights and cleaner body lines bring a touch more sophistication.

Simple and sensible

Gone are the days of Subaru’s random smorgasbord of plastics and textures. The new cabin is calm, cohesive, and surprisingly modern. The instrument cluster is clear and mercifully free of overdesigned animations.

There’s wireless Apple CarPlay and Android Auto, a wireless charger, and USB-A and USB-C ports scattered front and back. Climate controls get their own permanent section on the screen, with real buttons for temperature and defrost. Glory be.

That said, the infotainment fonts are a jumbled mess, and the Starlink splash screen could give Elon Musk heart palpitations. But ergonomically, it all works.

The 487-litre boot is wide but shallow, thanks to the battery underneath, and there’s no spare tyre. A shame for a car built to explore the uncharted path.

e-Boxer: mild on power, milder on hybrid

Despite the flashy ‘e-Boxer’ badge, don’t expect any plug-in wizardry here. This is a hybrid at best, with an electric motor more akin to a helpful assistant than a co-pilot.

The century sprint is a leisurely 9.4 seconds. It’s not going to win any drag races at traffic lights, but the ride is smooth, the engine refined, and the CVT surprisingly bearable if you’re not trying to wring its neck.

Real-world fuel economy hovers around 8.0L/100km, which is stellar given the weight, drivetrain, and size of the Forester.

Still drives like a Subaru

There’s an honesty to the way the Forester handles itself. The steering is light but confident, body control is well managed, and the car seems to enjoy carving through corners far more than its spec sheet would suggest.

Yes, it’s slow. But once you’ve built up some speed, it holds momentum like a stubborn Labrador dragging its owner through the park. There’s traction for days, and with Subaru’s symmetrical all-wheel drive, it’ll laugh in the face of muddy trails and gravel paths.

Subaru’s EyeSight system is one of the more comprehensive safety suites out there. Adaptive cruise control with lane centring works well, and there are 360-degree cameras to aid with parking this boxy brute.

But the driver-monitoring system is… enthusiastic. On our test, driving into the sun with a squint apparently triggered a sleep warning. It screamed, flashed lights, and demanded our attention. It can be disabled, but it’s buried in a menu maze.

Built for the long haul, not the fast lane

The Subaru Forester e-Boxer is for people who want a practical, honest, go-anywhere machine that won’t quit halfway through the journey. It may not be as fast, but it’ll get you and your gear, dogs, or kids wherever you need to go.

It’s the sort of car that earns your respect over time, like a well-worn pair of hiking boots or your dad’s trusty Swiss Army knife. Dependable. Loyal. And with just enough quirks to keep things interesting.

The Forester dares to be old-school. And frankly, we need more cars like it.

Technical Specifications

Subaru Forester e-Boxer Hybrid

Engine: 2.5-litre inline 4
Drivetrain: All-Wheel Drive
Power: 194 bhp
Torque: 209 Nm
Gearbox: Hybrid Lineartronic CVT
0-100km/h: 9.4 seconds (claimed)
Top Speed: 182 km/h
Fuel Tank Capacity: 63 litres 
Fuel Economy: 16.9 km/litre (claimed)
Price: S$219,800 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Tesla may be a somewhat divisive company thanks to its rather controversial leader, but if you’ve ever driven their cars, you’ll discover that, objectively speaking, they are actually very well-rounded and capable for what they were made to do.

Nowhere is this more evident than on the Tesla Model Y, which is now one of the best-selling cars worldwide. The updated Model Y, introduced earlier in 2025, further boosted its appeal among Singaporeans with a specially-tuned version that qualified for a Category A COE.

But if you want a ‘regular’ Model Y that’s not been power-restricted, there is the standard RWD version that delivers the Tesla experience as it is meant to be.

Same Sharp Looks

Visually, there’s basically no difference between the different Model Y variants, regardless of power output. You get the same sleek and sharp design of the facelift, with the slim light bar across the front, and the distinctive rear lights reflecting off the name panel at the back.

Other than that, the styling is really nothing to shout about. If not for its unique illumination choice, the Model Y is a car that would blend in with traffic, along with all the other large SUVs populating our roads.

Similar Minimalism

Likewise, the interior of the Model Y RWD is almost identical to the lesser-powered version. You get the same minimalist setup, dominated by the large central touchscreen that houses everything, including key controls and info like the drive selector and speedometer.

For those unaccustomed to Tesla’s ways, the layout will take some getting used to. Thankfully though, the facelift has also brought back a much-needed physical control in the form of the indicator stalk, which replaces the button indicators of the pre-facelift Model Y.

The infotainment screen houses all manner of functionalities and gimmicks, like the ability to play games. Most of these are identical across the range, so I won’t go into detail. 

The only difference between the RWD and the 110kW Cat A model here is that the RWD has a setting to adjust the level of acceleration, whether you want it to ‘Chill’ or deliver its power as per normal.

Space Age

As a practical SUV, the Model Y is hard to beat. There’s plenty of space in the back to stretch out, and rear passengers even get a small 8-inch touchscreen to control various settings, or even watch YouTube videos if they wish, an idea taken from the facelifted Model 3 introduced in 2024.

Boot space remains at an enormous 854 litres, expandable to a simply colossal 2,138 litres if you fold down the rear seats, a feat achieved by simply pressing a button. If somehow that is not enough for you, there is also a frunk with 117 litres of capacity.

Just The Right Amount of Power

As capable as the Cat A Model Y was, the restricted power was exceedingly obvious when you put the pedal down. The RWD obviously addresses this issue, and the overall feeling is that this is the Model Y as it is meant to be.

The single electric motor puts out a handy 342bhp and 450Nm of torque, and the car accelerates from 0-100km/h in 5.9 seconds, which is brisk enough to help you execute overtaking manoeuvres with ease.

It’s the way that the power is delivered that’s truly impressive though. It comes in smoothly and effortlessly, and is certainly much more effective at moving you along than the 110kW. And yet it doesn’t feel as brutally explosive as the top-spec Long Range AWD model, whose acceleration has been described by some as akin to a mad rollercoaster ride.

Essentially, the RWD is really the version for those who want a relatively ‘normal’ Model Y experience, with enough power for everyday use, and nothing too crazily excessive like the overpowered AWD model.

Same Great Drive

The difference in power does not seem to have affected the Model Y’s drivability elsewhere, because it feels much the same actually. There’s a sense of sure-footedness that you’ll expect from a large electric SUV like this, but the car is also surprisingly nimble and eager in the corners, certainly much more so than many of its rivals.

The steering too is nicely weighted, with three adjustable settings to choose from. However, the feel can be a bit inconsistent, especially when cornering, and keener drivers would probably appreciate a bit more feedback perhaps.

Ride quality is well-controlled, if slightly on the firmer side. It copes well with most road bumps, and never really veers into uncomfortable territory, which is a real credit to how Tesla has engineered its suspension setup.

And because the Model Y RWD shares the same 62.5kWh battery as the Cat A variant, the range remains unchanged at 466km. In the real world you’ll probably get somewhere nearer to 400km, which is still good enough to last the average Singaporean for about a week’s worth of driving.

The Nice Middle Ground

The reality of the Singaporean car market is that the Cat A Model Y will likely remain the most popular version of the car here, simply because of its relative affordability compared to the more powerful models in the range.

In terms of outright sticker price, the Model Y RWD isn’t actually that much more expensive than the 110kW model, being roughly about $13,000 more. The difference in monthly instalments works out to just slightly under $200 a month, which is pretty reasonable to be fair. 

However, because our road tax structure for EVs is based on power output, the Model Y RWD incurs a rather sizeable road tax of $3,476 a year, more than double that of the 110kW’s $1,560 annual tax rate.

If you aren’t deterred by the hefty increase in tax though, the Model Y RWD strikes a nice balance for those who want a capable electric SUV that’s spacious, practical, good to drive and decently powerful without going overboard. It truly feels just right, which is a bit odd to describe something from a company as extreme as Tesla.

Technical Specifications

Tesla Model Y RWD

Engine: Single Electric Motor

Powertrain: Rear Wheel Drive

Power: 255 kW (342 bhp)

Torque: 450 Nm

Gearbox: Single-Speed (A)

0-100km/h: 5.9 Seconds

Top Speed: 201 km/h

Battery Capacity: 62.5 kWh

Drive Range: 466 km (claimed)

Energy Consumption: 6.5km/kWh (claimed)

Price: S$238,391 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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There are cars that make you feel sensible, cars that make you feel smug, and then there are cars like the Mercedes-AMG GLB 35. A curious concoction that makes you wonder if the engineers at Affalterbach were a little tipsy when they gave it the green light.

The GLB 35 on first glance looks like it’s wearing a suit two sizes too big. Tall, boxy, and unapologetically upright, it resembles a school bus that stumbled into a tuning shop. But underneath all that squared-off practicality lies a heart that beats with all the aggression of a caffeinated gym bro.

Power Meets Practicality

This isn’t some sticker pack with sporty pretensions. The GLB 35 has been given the full AMG once-over. It shares its turbocharged 2.0-litre four-cylinder engine with the A35, which means a healthy 302bhp, an 8-speed dual-clutch transmission, and 4MATIC all-wheel drive that can chuck 50 per cent of power to the rear when things get frisky.

Zero to 100km/h? 5.5 seconds. Fuel economy? Forget about it. This is a seven-seater SUV with the performance stats of a proper hot hatch. Bonkers.

In Comfort and Normal modes, the GLB 35 feels brisk enough, but flick it into Sport+ and it ditches its German stoicism for something far more theatrical. The throttle sharpens, the exhaust barks, and suddenly you’re being jostled by your own organs.

Yes, Sport+ is ridiculous. Yes, it firms up the dampers to the point of chiropractic intervention. But it’s also addictive. So much so that I ended up setting up an Individual mode with snow-optimised power settings and comfort suspension just to restore some sanity after a spirited B-road jaunt.

The Madness Is The Point

Step out of the car to get your organs reorganised, and you wonder how the GLB 35 can even work in the first place. It’s tall stance and 1.8-tonne kerb weight mean it was never destined for racetracks. And yet, once you’re behind the wheel, flicking through gears with a grin on your face, it all makes sense. Sort of.

It’s agile for what it is. Lithe, even. On tighter roads, you’ll find yourself pushing harder than you’d expect in something with room for seven souls and their assorted pets. But they may not appreciate your newfound enthusiasm. Expect groans, moans, and the occasional airborne child.

AMG Trimmings, All Present and Accounted For

To justify its AMG moniker, the GLB 35 is kitted out like a rock star on tour. 20-inch alloys, adaptive dampers, LED headlights, a Burmester sound system, panoramic sunroof, and the AMG Night Package, which blacks out the chrome in favour of a more menacing motif.

The pièce de résistance is the Panamericana grille vertical slats that pay homage to Mercedes’ 1950s racing heritage. It’s a striking look that gives the GLB the swagger it needs to wear its AMG badge with pride.

Room for Seven (ish)

Technically, yes, this is a seven-seater. Realistically, the last two seats are best left to the nimble, the small, or the vertically challenged. That said, cabin space is generous, and with the rear row folded, you’ll get 565 litres of boot space, perfect for IKEA hauls or emergency diaper stockpiles.

With all seats down, cargo capacity jumps to 1,800 litres. That’s enough to carry your regrets after signing the finance papers.

Rationality? That’s for Other People

It’s frankly absurd that a seven-seat SUV can sprint like a hot hatch and guzzle fuel like it’s 2006.

This car doesn’t exist for the spreadsheet types. It’s not for the people who count every penny or those who shop with calculators in hand. This is a car for the irrational, the impetuous, the ones who want to carry seven people and blow past a Golf GTI on the way to their children’s piano recital.

It’s not a car you need. But it’s a car you’ll want even if your wallet says otherwise.

Technical Specifications

Mercedes-AMG GLB 35

Engine: 2-litre inline 4
Drivetrain: All-Wheel Drive
Power: 302 bhp
Torque: 400 Nm
Gearbox: 8G-DCT AMG Speedshift
0-100km/h: 5.5 seconds (claimed)
Top Speed: 250 km/h
Fuel Tank Capacity: 60 litres 
Fuel Economy: 10.5 km/litre (claimed)
Price: S$383,888 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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The Mercedes-Benz G-Class was launched in 1979 as a military vehicle. What began as a rugged off-roader has evolved into a global symbol of luxury, power, and status. Today, it has taken its boldest step forward with the introduction of an electric version – the G580 with EQ Technology. It sounds like a contradiction, but it works far better than expected.

Design That Refuses to Change

One of the most charming aspects of the G-Class is that it retains its original design. Straight edges, flat windscreen, exposed door hinges and that upright stance. Mercedes did not reshape it into something futuristic. This is still a G-Wagen, just with electricity instead of petrol.

And yet, despite remaining largely unchanged, it remains one of the most sought-after cars in the world. Footballers, celebrities, and anyone looking to make a grand entrance still opt for the G-Class. Park one in Singapore, and people will stare. It still carries a serious presence.

Electric Power in a G-Wagen?

Driving a G-Class without an engine rumble feels strange at first. No V8 burble, no vibrations. Just silence when you start it up. But the moment it moves, you realise the electric drivetrain fits the G-Class better than expected. The G580 uses four electric motors, one for each wheel. Together they produce 579 bhp and 1,164 Nm of torque. This heavy, brick-shaped SUV goes from 0 to 100 km/h in 4.7 seconds. It is smooth when cruising, but once you press the throttle, it launches like a sports car.

Switch it to Sport mode and something interesting happens. Mercedes gives it an electronic V8 sound through the speakers. Deep, muscular, and slightly ridiculous, yet strangely satisfying. It feels like a modern muscle 4×4 with battery power.

Big, Luxurious and Filled with Surprises

This is still a big vehicle. I consider myself a confident driver, having owned large SUVs and tested many large and long cars. However, in tight Singapore carparks, I still had to take it slow with the G580. At first, it feels oversized, but after a while, you learn to work with it.

Inside, it feels properly premium. Leather seats, metal buttons, ambient lighting and high-quality materials everywhere. The Burmester 3D surround sound system is one of the best I have experienced. It is clear, powerful and immersive. There is even a central speaker mounted on the roof between the front seats. It helps create height and depth in the sound, making music feel as if it is coming from all around you, not just from the doors and dashboard.

My friends and family were impressed. They took photos and videos immediately. That says everything about the kind of reaction this car still gets.

Battery, Range and a Bit of Reality

Underneath, there is a 116 kWh battery and a claimed range of 491 km. In real life, it feels closer to 400 km, especially in city traffic and when driving with enthusiasm. Still, for something this tall, wide and heavy, the efficiency is better than expected.

Due to the four motors, this is also the only G-Class that can perform the G-Turn, spinning itself on the spot, and more importantly, allowing the SUV to extricate itself from tight spots when off-roading in unfamiliar terrain. I’ve seen it in action, but never felt the need to try it myself. But knowing it can do that is already entertaining.

Still the Baller’s Choice

Electric or not, the G-Class remains the car to own if you want to look cool. It represents success, attitude and individuality. The electric version adds quiet confidence to that list

At almost SGD 800,000, it is expensive. But in the world of luxury SUVs, it is not outrageous. For the well-heeled, it is still within reach, and that keeps the G-Class desirable.

I did not expect an electric G-Wagen to make sense. But it does. It keeps the original character alive while delivering smooth, fast electric performance. It is luxurious, iconic and still turns heads everywhere it goes. A classic that has entered the future without losing itself.

Technical Specifications

Mercedes-Benz G-Class G580 with EQ Tech (A)
Engine: Four Electric Motors
Drivetrain: All-Wheel-Drive
Power: 579 bhp

Torque: 1,164 Nm
Gearbox: Two-speed (A)
0-100km/h: 4.7 Seconds

Top Speed: 180 km/h

Battery Capacity: 116 kWh
Drive Range: 491 km
Price: S$793,888 with COE (accurate at the time of this article)

I spent time with the Standard Range variant, and it immediately impressed, especially in terms of its appearance. With a 90kWh battery, rear-wheel drive, and WLTP range of 475 km, it feels like it was designed for both city life and short weekend getaways.

Design That Will Turn Heads. Guaranteed.

Power-wise, the Standard Range delivers 308 bhp of peak power and 350 Nm of torque, accelerating from 0 to 100 km/h in 6.6 seconds. Max it out, and the 11 will reach a top speed of 200 km/h. Charging is quick too—30% to 80% in just 15 minutes on a DC charger. For Singapore drivers, that’s a big convenience, especially if you need a fast turnaround before a long drive.

Again, the first thing that catches your attention is the design. Winner of the 2024 Red Dot Design Award, the Avatr 11 has a presence that commands attention. Its design feels like a supercar that grew into an SUV, and it works. Measuring 4,880 mm in length, 1,970 mm in width, and 1,601 mm in height, it features a sleek, aerodynamic silhouette inspired by the golden ratio of supercars. The UFO-inspired front fascia and signature F-shaped LED headlights give it a bold, instantly recognisable face. Frameless doors, flush electronic handles, and a panoramic sunroof make it feel futuristic without being overly so. The full-width LED taillight at the rear with star-ring detailing gives it a finishing touch that stays with you long after you’ve parked it.

Impressive To Drive For A Sizeable EV SUV

On the road, the Avatr 11 surprises you. For a car this size, it doesn’t feel cumbersome. Torque delivery is smooth and linear, so you get that satisfying punch without any jerks or awkward surges. It corners flatter than you might expect, and the steering is responsive enough to make driving genuinely engaging. The suspension, featuring front double wishbones and a rear five-link setup, paired with a 2,975 mm wheelbase and 21-inch wheels, provides the Standard Range with a balance of comfort and confidence that makes it easy to drive in all conditions.

Packed With Tech And Features

The interior is packed with tech and comfort, even if it can feel a little overdone. NAPPA leather wraps a cockpit-style layout, and there’s a lot going on visually with curves and panels everywhere. But the seats steal the show. The zero-gravity front seats are not just a gimmick; they’re genuinely comfortable. Heating, ventilation, and a five-mode massage function make city commutes and short breaks feel indulgent. I even managed a quick nap between meetings, and it was surprisingly restorative.

Audio fans will appreciate the 25-speaker Meridian sound system, featuring a centre subwoofer. Put it in Extreme mode and the cabin transforms, making it feel like a mini concert hall. The attention to detail extends to the small details, too, such as controlling the air-conditioning fan speed and temperature with three-finger screen gestures. It’s intuitive, futuristic, and actually fun to use.

Sound insulation is another highlight. With twenty-two cavity partitions and leather-wrapped panels all around, NVH levels are reportedly just 0.1 dB higher than those of a Maybach at 120 km/h, which is impressive for an SUV.

Premium But Busy Interior

That said, the interior still feels a touch “busy” compared to the exterior’s clean lines. There are moments when the over-styling makes it feel less premium than you might hope, but it doesn’t ruin the experience. For under $300,000, the Standard Range is a compelling package, particularly when considering the design, technology, and driving experience it offers.

The Avatr 11 is more than just a new EV on the road. It’s confident, capable, and genuinely fun to drive. It blends supercar looks, smooth performance, and high-tech features in a way that feels like a peek into the future. It’s not quite at the German premium level yet, but for those looking for something fresh, stylish, and engaging, the Standard Range Avatr 11 deserves a long look.

Technical Specifications

Avatr 11 90 kWh Standard Range (A)
Engine: Electric Motor
Battery Type: Ternary Lithium
Drivetrain: Rear-Wheel-Drive
Power: 308 bhp
Torque: 350 Nm
Gearbox: Single-speed (A)
0-100km/h: 6.6 Seconds

Top Speed: 200 km/h

Battery Capacity: 90 kWh
Drive Range: 475 km
Price: S$293,999 with COE (accurate at the time of this article)

If you only have time for one paragraph: Range anxiety is gone. There is space. It is quiet, comfortable, and reasonably priced. It is the kind of car that makes life easier, not more complicated.

Plug-in Hybrid Freedom, No Anxiety

This is what makes the Sealion 6 so easy to live with. It is a plug-in hybrid, not a full EV. Which means:

• Daily drives can be powered by electricity.
• When the battery runs low, the petrol engine takes over smoothly.
• You never need to stress about charging queues or road trips up to Malaysia.

It still feels punchy when you step on the accelerator, and the way it blends electric and petrol power is smooth and natural.

Comfortable, Spacious and Quiet

Inside, the Sealion 6 is spacious and relaxed. That means there is generous room for both front and rear passengers, and the seats are soft and supportive.

A nice touch is the double-glazed windows. They help block out wind and road noise, making the cabin feel calm and refined. Combined with the hybrid drivetrain, this makes it a very comfortable SUV to drive on a daily basis.

So, for a typical Singaporean family, this might actually be more practical than a fully electric SUV.

Pricing That Makes Sense

At $224,000, the Sealion 6 is well-positioned. You get low running costs, electric driving when you want it, and no need to deal with full EV road taxes or constant charging schedules.

It feels like good value, especially when compared to some fully electric SUVs that cost more but may not offer greater utility.

But Here Is the Catch: It Feels a Bit Dated

This model was first launched in China in 2020. We are only getting it now. And it shows in some areas:

• The exterior styling appears dated, especially when compared to the newer Sealion 7.
• The infotainment interface is functional, but it looks plain and outdated.
• The interior design has a bit too much going on, with various shapes and materials that feel slightly overdone.

Ok, so it’s not terrible. But it does not feel modern either. All you need to do is park it beside a Sealion 7 and you’ll be able to see the difference.

Will Most Buyers Care? Probably Not

Because when you look past the dated styling, the Sealion 6 still delivers on what families really need:

• Comfortable to sit in
• Quiet on the move
• Spacious for passengers and luggage
• No range anxiety at all
• Real electric driving when you want it
• Sensible pricing

For many Singaporean drivers, the practical benefits outweigh the dated looks.

The BYD Sealion 6 is not attempting to make a design statement or a tech showcase. This is one of those cars built to make daily life easier. It drives smoothly, is quiet, saves fuel, and eliminates the stress of charging.

So, while it may not be the newest or most stylish SUV on the market, it is honest, practical and easy to like. The Sealion 6 will definitely be a hit for those who plan to drive, holiday and do their regular shopping in Malaysia and beyond.

As most Singaporean households look to maximise their dollar, that is exactly what a family car should serve to be.

Technical Specifications

BYD Sealion 6 Plug-In Hybrid 1.5 DM-i (A)
Engine: 1.5-litre 4-cylinder in-line 16-valve
Battery Type: BYD Blade Battery
Drivetrain: Front-Wheel-Drive
Power: 215 bhp
(combined)
Torque: 300 Nm
Gearbox: Single-speed (A)
0-100km/h: 8.5 Seconds

Top Speed: 170 km/h

Fuel Consumption: 17.5km/L
CO2 Emission: 95 g/km
Price: S$224,999 with COE (accurate at the time of this article)

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