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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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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Mercedes-Benz’s AMG models historically had a bit of a crazy streak to them. While BMW’s M cars tend to focus on sharp-edged, drive-focused performance, and Audi’s RS models embrace tech to deliver raw speed and power, Mercedes-AMG were known for their wild attitude that were sometimes at odds with Mercedes-Benz’s otherwise safe and stately image.

Things are changing, however, and in an automotive world where almost everything is now geared towards efficiency, the latest Mercedes-AMG E53 trades some of that silliness for much-needed sensibility, in the form of a plug-in hybrid drivetrain. But has the move to go green diluted the AMG essence?

Not Quite the Full Fat Experience

While the E53 AMG is currently the most powerful E-Class model you can buy right now, it is not quite a full-fat AMG, in the sense that it doesn’t follow the ‘one man, one engine’ philosophy that traditional AMG cars get. So, no engineer’s signature on the engine cover then.

It looks relatively subtle for an AMG too. There are some aggressive AMG styling bits like the illuminated grille and large air intakes on the front bumper, a barely noticeable tail spoiler, quad exhaust tailpipes, and 21-inch wheels with a design that offers a peek at the large composite brakes. However, on the whole, the E53 could pass off as just another E-Class if it drives past you on the roads.

It’s pretty much the same story inside too. Again, there are AMG specific bits like the sports seats, an AMG steering wheel, and AMG logos everywhere, as well as AMG driving modes and settings in the infotainment system. But aside from that, the cabin is otherwise similar to a regular E-Class.

Performance Powerhouse

That said, the E53 certainly has the performance chops to live up to the AMG name. The 3.0-litre turbocharged in-line 6 engine produces a whopping 585 bhp and 750 Nm of torque, allowing it to rocket from 0-100km/h in just 3.8 seconds. It’s an incredibly impressive feat for a car that tips the scales at nearly 2.4 tonnes.

However, it doesn’t do it with the kind of insanity that characterises many AMG models from the past. Instead, the E53 builds up speed with the kind of smoothness that you’ll expect from a large, high-powered executive sedan. The car gets up to triple digit speeds without a fuss, and feels like it can sit and cruise on the autobahn all day effortlessly, helped along with a ride that comes across as more luxurious than sporty.

There is a gentle rumble from the straight 6 engine that grows more vocal as you push along, and it generally sounds pleasant enough. However, it doesn’t have quite the same character as a growling V8, such as the one from the previous generation E63 AMG.

Weighty Issues

While the E53 is fast on paper, the experience in practice demonstrates some shortfalls. Upon initial acceleration, there is a bit of lag, before the power kicks in and sends you hurtling toward the horizon.

It’s perhaps a byproduct of the car’s weight, brought about by the plug-in hybrid drivetrain, but the E53 feels like a car that would rather you move along progressively rather than aggressively.

Likewise, in the corners, the E53 handles capably with plenty of composure, thanks to its 4Matic+ all-wheel-drive system and AMG performance bits. But it doesn’t feel like quite the sharp performance tool that you’ll expect from something carrying the AMG brand name.

Perhaps the biggest bugbear would be the brakes, which display some very odd behaviour traits. They feel inconsistent in their application, and it makes it very difficult to judge how much pressure to apply. It soon becomes quite the annoyance when you pull up to a set of lights, because you never know how hard to hit the pedal at every instance.

Plug-in Puzzle

The idea of a plug-in hybrid drivetrain sounds good in theory, offering zero-emissions driving at low speeds. However, in a car like the E53 AMG, their presence here feels somewhat superfluous.

Mercedes-AMG claims that the car can travel up to 104km in pure electric mode when the battery is fully charged, but in reality, that figure is probably closer to 80km or so. If you drive it as intended, that is, at fairly high speed, that range depletes fairly quickly, and you then end up lugging around the deadweight of the battery and electric motor around most of the time.

It’s not like it helps greatly with efficiency too, despite its stated intentions. While Mercedes-Benz states that the car can deliver a fuel economy figure of 0.9 litres per 100km, it is highly unlikely you’ll get anywhere near that figure, unless you drive it around with a light foot, which defeats the purpose of a car like this anyway.

A Different Kind of AMG

It’s clear that the E53 AMG is not quite like the wild AMG cars of eras past. Instead, it offers a sensible option for those who appreciate AMG levels of performance, but delivered in sensible and refined fashion. The plug-in hybrid drivetrain, while flawed, offers the option at least of zero emissions green motoring, which is not something you can find in many high-powered cars like these.

It’s not perfect by any means, but the E53 AMG does have its strengths. Just don’t expect it to go crazy on you, because that is simply not in its character.

Technical Specifications

Mercedes-AMG E53 4Matic+ PHEV

Engine: 3.0-litre in-line 6, turbocharged

Drivetrain: All-Wheel-Drive

Power: 585 bhp

Torque: 750 Nm

Gearbox: 9-speed AMG Speedshift

0-100km/h: 3.8 Seconds

Top Speed: 250 km/h

Fuel Tank Capacity: 60 litres

Fuel Economy: 0.9 litres/100km (claimed)

Price: S$551,888 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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Not exactly evocative of speed, drama, or flair. But this is Lamborghini we’re talking about. And in Sant’Agata, those same two letters now mark the dawn of something rather monumental, the brand’s first plug-in hybrid SUV.

This is a rolling thunderbolt that says, “We can go green and still scare your neighbours.” With more than 32,000 Uruses sold since 2018, this SUV has firmly cemented itself as the golden goose. A staggering 70% of Urus buyers are new to the brand, and nearly half are under 40.

So, how do you keep that momentum going while preparing for an electrified future? You do what Lamborghini just did: you give the beast a new beating heart.

What’s changed?

The bonnet’s been re-sculpted and the headlights softened, with less of a scowl and more of a glare. The rear’s been tidied too, with the number plate nudged lower and new tail-lights tapering into a central spine. Design boss Mitja Borkert says the inspiration came from the Gallardo. Retro nod, or just strategic restraint? Probably both.

You still get wheel options up to 23 inches and Lamborghini’s obsession with lurid paint jobs remains proudly intact. Even in stealthy Nero black, the Urus SE doesn’t exactly blend in. Not that you’d want it to.

Same old shouty cabin

The familiar hexagon-laden Lamborghini interior greets you upon entry. The seating position is hunkered down and commanding. Not as lofty as a Range Rover, but that’s the point.

There’s a new 12.3-inch infotainment screen derived from Audi, but restyled with sharp Lambo graphics. It’s intuitive and responsive, unlike some German cousins. The digital instrument cluster is clear, although the hybrid readouts are so tiny they might as well be Morse code.

Importantly, physical buttons remain. Thank heavens. Lamborghini knows that a million bucks should buy you tactility, not just glossy haptics. The cockpit design still revolves around that tamburo, which dominates the centre console, both visually and functionally.

Cabin materials are first-rate with leather, Alcantara, forged carbon, and aluminium aplenty. There’s also ample space for four full-sized adults, and the boot remains a healthy 616 litres, despite the hybrid gubbins now lurking under the floor.

V8 meets volts

The Urus SE shares its 4.0-litre twin-turbocharged V8 and 25.9kWh battery with the Bentley Continental GT Speed and Porsche Cayenne Turbo E-Hybrid. Before you raise your pitchforks, don’t for a second think this is badge engineering with a Lambo badge slapped on.

Rouven Mohr, Lamborghini’s delightfully mad Chief Technical Officer, insists this thing has been tuned with proper Sant’Agata lunacy. The petrol engine alone produces 612bhp. Add the 189bhp from the electric motor, and you’re looking at a combined 789bhp and 946Nm of torque. That’s enough to catapult this 2.5-tonne SUV from 0–100km/h in 3.4 seconds.

Yes, it’ll run in full electric mode for 59km. No, nobody who buys a Lamborghini really cares. But that e-motor lives within the 8-speed transmission and is paired with a new ‘hang-on’ clutch pack that replaces the old Torsen centre differential. This bestows variable torque distribution front-to-rear, plus a new e-LSD for agility, traction and drifts.

Drifts. In an SUV. We’ll come back to that.

What’s it like to drive?

The Urus SE has drive modes galore. You activate them via the tamburo, Lamborghini’s signature fighter-jet-style central control. Beneath the red start/stop flap are toggles that let you choose between EV, Hybrid, Performance, and Recharge modes. The other side handles terrain: Strada, Sport, Corsa, Sabbia, Terra, and Neve. It’s a lot. Annoyingly, you must cycle through them in sequence.

In EV mode, it’s eerily silent. Stealth mode for the stealth-wealth crowd. Up to 135km/h, in fact. Strada, the default hybrid mode, is where most owners will live. It’s smooth, quick, and occasionally unpredictable, and the engine sometimes roars awake even when there’s battery charge to spare.

Sport mode is where things come alive. With the ESC off, the Urus SE becomes delightfully unhinged. Thanks to that variable clutch, it’ll dance, slide, and power-oversteer like it’s auditioning for the next Fast & Furious.

We tested it on both a skidpan and a gravel stage at Sepang. It genuinely felt like a Group B rally car. If you can get past the mental gymnastics of chucking a 2.5-tonne SUV into a Scandinavian flick, it’s riotous fun.

But on real-world roads? It’s slightly harder to read. The SE rides well, thanks to new dual-valve dampers, and four-wheel steering makes it feel nimbler than it should. The steering could do with a touch more weight, and the upshifts can be abrupt, but the whole experience is taut, alert, and controlled.

Regenerative braking is tied to the drive mode and battery level. It’s decent but not quite organic. Thankfully, standard carbon ceramic discs (440mm front, 310mm rear) ensure stopping power is never in doubt.

Will the real Urus SE please stand up?

The SE is a paradigm shift, not just for the Urus, but for Lamborghini as a brand. Hybridisation has added layers, breadth, and, dare I say, nuance to the Urus without stripping away its soul.

It’s a riot in Corsa. A cruiser in Strada. A ninja in EV. But with so many personalities, one can’t help but wonder, which one is the real Urus SE?

Perhaps that’s the point. It’s not trying to be one thing. It’s trying to be everything. A sledgehammer with a scalpel’s touch. A 789bhp family hauler that can slide sideways through gravel with your golf clubs in the boot.

The Urus SE might just be the super-SUV we never knew we needed.

Technical Specifications

Lamborghini Urus SE

Engine: 4.0-litre Twin-Turbocharged V8
Power: 789bhp
Torque: 950Nm
Gearbox: 8-Speed (A)
0-100km/h: 3.4 seconds (claimed)
Top Speed: 312km/h
Fuel Economy: Do you even care about this part?
Price: POA

Photo Credits: Sean Loo (@auto.driven)

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When I first saw the JMEV Elight at The Car Expo earlier this year, I have to admit, I had my doubts.

“Another new Chinese brand?” I thought to myself. It didn’t help that JMEV didn’t exactly have the same sort of brand recognition as some of the more well-known Chinese names that have landed on our shores in recent times. Could they be another flash in the pan like Neta?

After test driving their first model, the Elight, I think JMEV might be able to make a few people change their minds.

Contemporary Simplicity

At first glance from afar, the Elight looks rather nondescript. Its blobby shape is fairly ordinary, and it feels like a car that might get lost in the sea of sedans that populate our roads.

But look closer and you’ll see some details that stand out. The sharp-nosed front end looks faintly Continental in nature, which is not surprising given that this car was originally conceived as a joint-venture project with Renault back in 2022.

At the back, the T-shaped taillights look distinctive, while the swoopy fastback shape, with a slight hint of a rear spoiler, does give off a slightly Tesla Model 3 vibe. As a whole, the Elight’s styling can be described as contemporary and modern, but it doesn’t quite break new ground in design.

Old School Modernity

Step inside the Elight and you get a strange sense of both familiarity and modernity. There is the usual large touchscreen, which over here is a 14.6-inch item. But there are also lots of physical buttons down on the centre console, mainly for the climate control system, which gives the interior a rather old-school feel.

The touchscreen itself is fairly simple to operate, certainly a lot less complicated than many other EVs out there. Part of it, though, could probably be just down to the fact that there aren’t that many functions on the Elight to control anyway, so you don’t have to deal with the headache of going into menu after menu just to find something.

One particular sticking point though is the gear selector lever, which oddly requires quite a bit of effort to shift correctly. It can get mildly frustrating if you’re doing multi-point turns and find yourself in neutral instead of being in gear, but you do get used to it after a while.

The interior’s fit and finish and overall build quality are not the best either. The cabin materials feel very plasticky, and betrays the car’s budget nature. It’s fine if this was say, a decade ago, but these days, similarly-priced cars like the Dongfeng Box have shown us that low price does not have to mean low rent.

Despite that though, the Elight does have a few nice features. The 360-degree camera is especially handy for parking, while the centre storage compartment has a chiller function that can keep your drinks cool, although it is not a full-fledged refrigerator.

The double glass moonroof though, which comes without sunshades, is an odd choice. You can’t open them, unlike a sunroof, and while the glass does give the cabin an airy feel, it also tends to heat up the interior on particularly hot days.

Surprisingly Spacious

It doesn’t quite look like it, but the Elight is actually longer than a Toyota Corolla Altis. That means a sizeable wheelbase of 2,750mm, which translates into extremely generous legroom for rear passengers.

The 410-litre boot is also fairly decent, and is more than enough to accommodate the average family’s weekly grocery shopping.

Smooth Ride, Ordinary Drive

One of the more surprising things about the Elight is its ride quality, which is impressively good for what is otherwise a budget sedan.

The suspension has great pliancy, and copes well with our construction-riddled roads, smoothing out bumps capably and with great ease.

The rest of the driving experience feels fairly ordinary in contrast. It is fairly manoeuvrable, like most sedans of its size, but the steering feels dead and lifeless, and the Elight is definitely not the last word in excitement.

It’s not fast either, despite its claimed 0-100km/h sprint time of 8.9 seconds. The problem is that the accelerator feels rather dead in its first third of its application, and you need to put your foot down quite hard before it makes any meaningful progress.

Perhaps that could account for the rather disappointing efficiency figure of 5km/kWh over the course of my test drive, which is quite a fair bit away from its official claimed figure of 6.2km/kWh.

JMEV says that the Elight has a range of up to 460km on a full charge, but in the real world, you’ll probably be able to get somewhere in the low 400s.

The Budget Sedan for the EV Era

After test driving the Elight, I started to realise its place in the automotive ecosystem in Singapore.

It feels like the JMEV Elight is the Toyota Vios of the EV era, in the sense that they are affordable entry-level sedans for folks who want something that’s easy to drive and offers minimal fuss and frills.

Of course, at today’s COE prices, the Elight’s price tag of $182,888 with COE is not exactly what you’ll call cheap in the objective sense. But put into context, the Elight remains one of the more affordable ways you can get a brand new electric sedan on the roads right now. 

It does have to contend with a whole host of others though, like the Aion ES, Citroen e-C4X and the BYD Seal 6, but the JMEV Elight has more than enough to hold its own to hopefully stick around for a while yet.

Technical Specifications

JMEV Elight

Engine: Single Electric Motor

Powertrain: Front Wheel Drive

Power: 108 kW (145 bhp)

Torque: 225 Nm

Gearbox: Single-Speed (A)

0100km/h: 8.9 Seconds

Top Speed: 150 km/h

Battery Capacity: 63 kWh

Drive Range: 460 km (claimed)

Energy Consumption: 6.2km/kWh (claimed)

Price: S$182,888 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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A Grown-Up MINI With Its Wild Side Intact

MINI has undergone significant growth in recent years. The cabin is smarter, the ride more refined, and everything feels a little more polished than it used to. Some might say that has dulled the brand’s famously cheeky character.

Thankfully, this JCW Convertible reminds you it is still in there.

The sharp steering and playful handling are back. The turn-in is darty and intuitive, and the whole car responds with that classic go-kart eagerness that made MINIs so beloved in the first place. It is just a bit more grown-up about it now.

Power With Personality

Under the bonnet, you get a 2.0-litre turbocharged four-cylinder engine, producing 228 bhp and 380 Nm of torque. It is paired with an 8-speed Steptronic transmission, and it feels quick, especially with the roof down.

The 0 to 100 km/h dash takes just 6.4 seconds, and while that number is respectable, it is the way the JCW delivers its power that keeps things exciting. Put it in Sport mode, and the exhaust gets cheeky, crackling and popping between shifts, as if it’s having a bit of a laugh. It definitely feels fast!

Brake feel is strong and immediate, with a satisfying bite the moment you press the pedal. For a car of this size and weight, the stopping power is more than adequate and perfectly matched to the JCW’s lively nature.

The brakes also deserve a proper mention. Despite switching to a simpler single-piston floating calliper design, the system still uses large 335 mm front discs, and the result is surprisingly good. Brake feel is strong and immediate, with a satisfying bite the moment you press the pedal. For a car of this size and weight, the stopping power is more than adequate and perfectly matched to the JCW’s lively nature. Unless you plan on participating in track days, you are unlikely to notice any significant compromise in performance.

Looks Good. Sounds Better.

From the outside, the MINI JCW Convertible wears its performance credentials with confidence. The body kit is just aggressive enough; the wheels fill the arches nicely, and the soft top adds that extra layer of character. You don’t need a sunny day to drop the roof, but when the weather cooperates, it really brings the car to life.

One thing I did miss, though? The bonnet scoop. I know it is probably not essential, but it gave the older JCWs that proper turbocharged aggression up front. This one looks great, just a little… cleaner. Maybe too clean.

Inside, you’ll find all the usual MINI design flair, including toggle switches, circular themes, and a central infotainment screen framed like a retro jukebox. The JCW seats hold you in nicely, and the driving position is spot on. The rear seats are best saved for emergency use or very small friends, but that’s part of the deal.

As for the boot, it is definitely on the small side, and not the easiest to access either. The soft-top roof mechanism consumes a significant amount of available space, and the opening is quite narrow. You will manage a weekend bag or two, but if you plan to haul anything bulkier, it’s best to lower your expectations or leave it behind.

Everyday Rebel

Is it the most practical? Not even close. Is it the most refined hot hatch on sale today? No, and that is not the point either. What the MINI JCW Convertible offers is personality, and that is becoming rare these days. In a world of ultra-serious performance cars and clinically silent EVs, this MINI feels refreshingly real.

It wants to be driven. It wants you to play, and it does all that while making the school run, grocery trip, or late-night drive feel like something special.

It All Comes Down to…

… the price, I guess. At a tad over SGD 300k, it’s by no means cheap. The MINI JCW Convertible is not perfect, and it doesn’t try to be. It is here to give you a laugh, make your commute feel like a back road blast, and remind you why you fell in love with driving in the first place.

Yes, it has matured slightly. No, it’s not practical. Yes, it could do with a scoop on the bonnet.

But make no mistake — the spirit of MINI is alive and well here. All you have to do is drop the roof, press the starter, and go find it.

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Some cars ask to be driven. Some beg to be thrashed on the twistiest road you can find or launched pedal-to-the-metal on a de-restricted stretch of road. The XPeng X9, however, doesn’t make such demands. It simply opens its sliding doors and invites you in. Not to drive. To recline.

Because while most cars want you in the driver’s seat, this one insists you experience it from the back row.

A future-focused ride

The X9 is huge, and unapologetically proud of it. Park it next to a Range Rover or even a Bentley Bentayga, and it stands toe to toe.

From some angles, it looks less like a car and more like a Star Trek shuttle pod, especially with its smooth, creaseless bodywork and futuristic proportions.

But don’t mistake the X9’s sleek silhouette for cold minimalism. It’s a first-class cabin on wheels. Pull open the powered sliding doors and you’re greeted by what XPeng clearly considers its pièce de résistance: the second-row captain’s chairs. These thrones recline, massage, heat, cool, and extend leg supports like they’re trying to outdo First Class.

Nestled between them is a central fridge for your beverages, multiple USB-C ports, wireless chargers, and tray tables. A screen large enough to host a Zoom call with every relative in your family tree folds down from the ceiling, and with five-zone climate control, everyone gets their own little bubble of comfort.

In most MPVs, the third row is where grandparents go to reconsider their life choices. Not here. In the X9, the last row is genuinely usable. Adults fit comfortably, and when you don’t need the seats, they fold completely flat into the floor, revealing a cavernous 2,500-litre boot.

That’s the sort of space you get in a small removal van, not a luxury MPV. You could theoretically pack for a long-haul family road trip and still have room for impulse buys from every shopping mall between here and Thailand.

Driving? Optional, But Surprisingly Pleasant

Of course, one still has to drive the X9 from time to time. Power comes from a single front-mounted motor making 315hp, drawing energy from a substantial 101.5kWh battery. Official range stands at 590km (WLTP), giving you a realistic 500km of useable distance, more than enough for a weekly commute.

Despite its size, the X9 moves with surprising grace. It takes just 7.8 seconds to get to 100km/h, which is quick enough to make it to your child’s piano recital even after realising you’ve forgotten their scoresheets at home.

Thanks to rear-wheel steering, it turns like something half its size. The turning radius borders on the comical, like watching a sumo wrestler pirouette. Tight U-turns, carparks, and multi-storey ramps are no longer any concern.

And when it comes time to park, just press a button. The car will park itself, smoothly and silently, like it’s checking itself into a spa.

A true tech tsunami

XPeng is, at its heart, a tech company that just happens to build cars. And you feel that in every part of the X9. There are menus within menus, letting you tweak everything from steering weight to ride height to how much regen braking you want on your daily jaunt.

It’s all very clever. But it can also feel like ordering coffee and being asked whether you’d like your beans ground clockwise or anti-clockwise, and with or without a hint of optimism.

Take the air-conditioning, for instance. Adjusting vents via the touchscreen is about as intuitive as painting with chopsticks. A physical dial or switch would have sufficed.

Despite the minor UI quirks and the inevitable learning curve that comes with all this tech, the X9 is a remarkable achievement. It redefines the MPV as something aspirational, not just practical. A car that can shuttle seven in absolute serenity, while looking like it just rolled off a sci-fi film set.

Your lounge on wheels awaits

In the XPeng X9, you don’t drive. You arrive.

And when you do, you’ll step out fully massaged, perfectly temperate, with your phone charged, your coffee cooled (or warmed), and your sanity intact, even with a full family on board.

If this is what the future of people-movers looks like, count me in.

Technical Specifications

XPeng X9

Powertrain: Single Electric Motor, Front-Wheel Drive
Power: 235 kW (315 bhp)
Torque: 450 Nm
Gearbox: Single-Speed (A)
Acceleration: 7.8 Seconds (0-100km/h)
Top Speed: 200 km/h
Battery Capacity: 101.5 kWh
Drive Range: 590 km
Energy Consumption: N.A.
Price: S$355,999 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Its big brother is the EQS, the gliding behemoth that wants to be the S-Class of tomorrow. Then you have the EQB and EQA, essentially the GLA and GLB with their hearts swapped for batteries. Somewhere in the middle of this alphabet soup is the EQE, supposedly the sweet spot of the range.

But, is this the E-Class of EVs, or has Mercedes overcooked its recipe?

The Shape of the Future… or a Squashed Soap Bar?

Let’s not beat about the bush. The EQE looks like the EQS. And the EQS looks like… a melted bar of Dove. You could be forgiven for mistaking the EQE for something designed by a wind tunnel technician with no access to a ruler.

Sure, it’s aerodynamic. Slippery, even. But elegant? That’s up for debate. Strip the badge off the boot and you’d struggle to tell it’s a Mercedes. There’s none of that bold three-box presence we’re used to. Instead, it’s all curves and anonymity. Especially from the rear, which has the visual impact of a deflated balloon.

Underneath the Bubble

Still, beneath that wind-cheating silhouette lies an impressive powertrain. The EQE 300 makes do with a single motor on the rear axle, producing 241bhp and 550Nm of torque. It’ll do 0–100km/h in 7.3 seconds, which, while hardly setting your trousers on fire, is more than enough for your daily commute.

The 89kWh battery is good for up to 635km on the WLTP cycle, though real-world figures are closer to 500-550km. Still very impressive, considering the EQE’s kerb weight  a chunky 2.3 tonnes, with its buffet of onboard gadgetry.

Float Like a S-Class, Glide Like a Swallow

Where the EQE really earns its stars is on the road. The car floats across surfaces with the grace of a high-wire ballet dancer; eerily quiet, effortlessly composed, and absorbing road imperfections with all the fuss of a butler serving tea.

In fact, it rides better than the EQS. The EQE feels more resolved, more tied down, and less yacht-like, showing just how much calibration work Mercedes has put in.

Corners are child’s play thanks to the car’s rear-wheel steering, which pirouettes the rear tyres up to 10 degrees. It’s pure magic, and tight corners become nothing more than a simple flick of the wheel. This is what the EQE does best, and you’ll have to try it for yourself to really feel the difference.

Steering? Light but accurate. Throttle response? Predictable. Brakes? Ah. There’s the rub.

The Braking Paradox

The brake pedal in the EQE is, shall we say, not the car’s finest moment. It’s soft, inconsistent, and at times feels like you’re playing a game of guess-the-pressure.

You’ll quickly learn to rely on the regen braking system, which is thankfully excellent. You can adjust how much regen you need too via paddle shifters, allowing for corner-for-corner calibration.

Inside the Digital Cathedral

Step inside and you’re met with a cabin that is quintessentially Mercedes-Benz. Without the optional Hyperscreen component, the standard setup includes a 12.8-inch infotainment display and a 12.3-inch driver cluster.

More importantly, forgoing the Hyperscreen gives you access to tasteful wood veneers or metallic panels, fewer fingerprints, and a warmer ambience overall. Sometimes, less really is more.

Space up front is generous. The seats are plush, the materials top-notch, and storage is decent. However, rear headroom suffers due to the coupe-like roofline. Don’t expect a commanding view out the back, as the rear window is roughly the size of a letterbox slot.

The boot offers 430 litres, which is decent for a golfing weekend but not stellar. A BMW i5 or even an E-Class does better.

A first step into a new world

The EQE 300 offers refinement, comfort, and a genuine glimpse into Mercedes’ electric future, minus the sticker shock of an EQS. It’s better built than some rivals, but it still struggles to match the driving engagement of others.

If you want serenity, slickness, and a car that turns motorways into meditation sessions, you’ll find solace here. But if you’re after something with soul and steering feel, you might want to glance east to Munich.

Technical Specifications

Mercedes-Benz EQE 300 Electric Art

Engine: Single Electric Motor, Rear-Wheel Drive
Power: 180kw (241bhp)
Torque: 550Nm
Gearbox: Single-Speed (A)
0-100km/h: 7.3 seconds (claimed)
Top Speed: 210km/h
Battery Capacity: 89 kWh
Drive Range: 630 km (WLTP)
Energy Consumption: 4.8 km/kWh (claimed)
Price: S$424,888 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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