When the titans of the automotive industry, Audi, BMW, and Mercedes-Benz, announced their foray into electrification, they promised a streamlining of their model ranges, a focused approach to customer preferences, and a reduction in the number of model variants.

However, skeptics, including myself, suspected that these declarations might just be lip service, and the introduction of the Mercedes-Benz EQE SUV is a testament to this notion.

Its existence, characterised by its size, price, and specifications, seems to be a direct response to the success of BMW’s iX flagship and Audi’s Q8 E-tron.

However, the sheer number of offerings from Mercedes-Benz’s EQ lineup already gives prospective buyers plenty to choose from. So, can the EQE SUV carve its own niche from the pack? Or more importantly, can it fit in?

Streamlined Smoothness

In terms of design, the EQE SUV detracts itself from its sedan counterpart. Ironically, it is lower by 4.4 inches, and more rounded, deviating from the taut lines of the sedans.

Despite being 2.4 inches shorter in length, it is nearly identical in width to its conventionally powered counterpart, the GLE.

The EQE SUV’s sleek design, coupled with its smooth underbody, contributes to an impressive drag coefficient of 0.25.

And this futuristic Macintosh-esque facade does turn plenty of heads around town. While its appearance may not appeal to everyone, especially those who prefer a more conventional design, it is in line with its competitors like the aforementioned BMW iX and Audi e-tron, each offering its own unique take on the modern SUV concept.

Luxury Tuned

The interior of the EQE SUV echoes the design of the EQE saloon, featuring high-quality materials that exude luxury and sophistication.

Stepping inside, you’re greeted by a substantial dashboard that may seem overwhelming at first thanks to its large screens and lack of buttons. Mercedes-Benz has opted for a traditional luxury approach with stitched leather and classic wood trims, contrasting BMW’s more modern material choices and designs.

While the interior is undeniably luxurious, some may find it lacking in freshness, as it mirrors most of the models in the current crop of Mercedes vehicles.

The sports steering wheel is substantial, adorned with a plethora of haptic touch buttons that may require some time to familiarize yourself with. The touchscreen interfaces are relatively user-friendly, although Mercedes’ UI may take some adjustment for those accustomed to other carmakers’ systems.

This review unit is the Electric Art trim, and comes equipped with a 12.3-inch driver display and a massive 12.8-inch central display.

Customers can even spring for the Hyperscreen in the EQE SUV, adding an additional 12.3-inch display on the passenger side. This display offers entertainment options, including games and access to streaming services through Mercedes’ subscription service.

However, Mercedes has taken measures to ensure that these entertainment features do not distract the driver. For example, the passenger display dims if the driver looks at it for more than two seconds, maintaining a focus on safety.

In terms of practicality, the EQE SUV offers ample space for passengers, with generous legroom in the back and reasonable accommodations for a middle passenger. The flat floor in the rear provides a comfortable seating arrangement, and the added headroom thanks to the taller roofline is much more accommodating to taller folk.

With 520 litres of flat boot space with the seats up and 1,675 litres with the seats down, the EQE SUV offers competitive storage capacity, comparable to rivals such as the BMW iX and Audi Q8 e-tron. My only slight complaint is the high boot floor, which may make heavy objects a challenge to lift.

Brisk Silence

The EQE SUV from Mercedes-Benz doesn’t exactly set the road on fire with its driving dynamics, but that’s not to say it’s a slouch either. Mercedes has made efforts to highlight the car’s sporty attributes, and it handles its size well.

Mechanically, the EQE SUV is quite conventional, based on Mercedes’ Electric Vehicle Architecture and offering familiar electric powertrain components. Its aerodynamic design also makes it Mercedes’ most efficient SUV to date, featuring innovative aerodynamic elements to enhance efficiency.

The standard air suspension handles road imperfections well, maintaining consistent ground clearance. However, the suspension setup can feel a bit floaty, potentially inducing a feeling of seasickness.

Weighing in at around 2.5 tonnes, the EQE SUV’s heft is noticeable, but manageable in the corners thanks to most of its bulk being centralised in the floor of the car.

The 10-degree rear-wheel steering offers better handling too, with sharp turn-in and improved maneuverability in urban settings. This is an absolute lifesaver in U-turns and tight parking spaces.

When muscle is needed, the EQE SUV 300 can accelerate to the century marker in 7.6 seconds. This is thanks to 241bhp and a healthy 550Nm of torque at your dispoal, and the car can sit in serene bliss at a top speed of 210km/h.

Although, the brakes can be a bit grabby, but the regenerative braking system provides smart regen for one-pedal driving.

In terms of efficiency, the EQE SUV achieved around 16.9kWh/100km during my time with it, and it gave me a range of 554km.

Suffice to say, its 89kWh battery is more than sufficient for the weekly commute, and even if you do run out of juice, the EQE SUV can be charged from 10-80 per cent in just 50 minutes with a suitable 100kW charger.

Sized Just Right

The EQE SUV from Mercedes-Benz to me is a nice sweet spot in terms of size and practicality. However, the steep price tag might deter would-be buyers from signing on the dotted line.

That’s not to say the EQE SUV doesn’t have its merits. It boasts solid construction, a decent driving experience (if you can resist the urge to push it too hard), and really good range. However, these qualities might not be compelling enough to justify the high price, especially when compared to more competitively priced alternatives in the market.

Despite this, the EQE SUV is a likeable and practical vehicle. It’s well-equipped, easy to live with, and offers a premium driving experience. Mercedes has packed it with advanced technology, making it both sophisticated and user-friendly. It performs admirably for its size and weight, offering a comfortable ride and competent handling.

While the EQE SUV may seem like a mere addition to Mercedes’ lineup without much innovation, it does highlight the potential benefits of larger electric vehicles. It may not be the most revolutionary electric SUV on the market, but it does showcase Mercedes’ commitment to expanding its electric vehicle offerings.

Technical Specifications

Mercedes-Benz EQE SUV 300 Electric Art

Engine: Single Synchronous Motor, Rear-Wheel Drive
Power: 180kw (241bhp)
Torque: 550Nm
Gearbox: Single-Speed (A)
0-100km/h: 7.6 seconds (claimed)
Top Speed: 210km/h
Battery Capacity: 89 kWh
Drive Range: 565 km
Energy Consumption: 5.2 km/kWh (claimed)

Price: S$418,888 with COE (accurate at the time of this article)
Contact: Mercedes-Benz Singapore

Photo Credits: Sean Loo (@auto.driven)

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Being understated is a movement away from the garish, in-your-face extravagance that has dominated for so long. Subtlety and refinement are now the new markers of true luxury, and more people are hopping on this trend. 

Enter the latest Vellfire Hybrid from Toyota, an MPV that embodies this ethos with every boxy curve and contour. It’s a people-mover that transports its occupants into a world of understated sophistication.

Refined Comfort

Being a passenger is how you experience true luxury in the Toyota Vellfire, and as the doors slide open, you’re entering a sanctuary. The pair of captain’s chairs in the second row are thrones that beckon with their plush upholstery and ergonomic design.

This comfort is accentuated by the conveniently named Super-Long Overhead Console. It’s a control centre; nestled within easy reach are the controls for the Side and Roof Shades, along with a selector for ambient lighting.

Each element is designed to cater to your mood, to create an atmosphere that’s uniquely yours.

Tired neck from looking up? No worries. The Detachable Touch Display remote controls are at your service. Similar to the overhead controls, these personal command centres enable you to effortlessly adjust seating, extend leg rests, and even activate the massage functions.

Even those seated in the third row aren’t left out of this luxury equation. The seats, though not as opulent as the captain’s chairs, are still a cut above the rest, offering comfort and support. You will feel jealous of those directly in front of you, but it’s a small price to pay for being in such distinguished company.

The only disadvantage of the third row compared to other manufacturers is the way they are stowed when not in use – you’ll have to manually flip them up to fit bigger items. It’s not hard to get these seats out of the way, but these seats still intrude into your precious cargo space, and you lose the ability to effectively stack objects such as luggage.

If the allure of a quiet sanctum isn’t high on your list, the JBL audio system transforms the cabin into a concert hall or a discotheque. Small wonder why these kinds of vehicles are usually waiting patiently outside blaring music establishments.

Of course, Toyota didn’t leave the poor driver out of the equation entirely. The cockpit is a testament to Toyota’s commitment to comfort and technology. Soft materials, digital displays, and a 14-inch touchscreen infotainment system make driving an experience.

The climate-controlled seats are a thoughtful addition, offering warmth on chilly days or non-sweaty buttoned-up shirts during those scorching hot chauffeur days.

The cockpit is rather practical too. Stowaway cupholders beside the side air vents are available when needed, and storage isn’t a worry thanks to space available in both the centre console and glovebox. The centre console’s lid also has hinges on either side, a nifty feature adapted from Lexus models.

Subtle Grandeur

The Toyota Vellfire presents an intriguing paradox on the outside. How does one imbue a full-sized MPV with a sense of understated elegance, without going over the top?

The Toyota engineers knew about this, and have struck a nice balance between style and subtlety. The grille, while shiny and eye-catching, doesn’t scream for attention. It adds just enough flair to keep the vehicle from being mundane. 

I mean, just look at its dimensions – over five meters long, nearly two meters wide and tall. It’s a behemoth by any standard.

Yet, thanks to the skilful design, including a ‘three-dimensional single-strike cabin silhouette’… whatever that means, the Vellfire doesn’t come across as bulky or imposing. And those 19-inch wheels perfectly complement the vehicle’s grandeur.

The rear design is tastefully executed, with just a hint of chrome accentuating its width and an elegantly extended ‘Vellfire’ badge. Even the tailgate buttons are subtly integrated, requiring a closer look to be noticed.

It’s these small details that really add up.

Gentle Colossus On The Move

As with most MPVs or large cars, piloting the Vellfire Hybrid might seem daunting at first given its bulky dimensions. But give it a shot, and you’ll find that it’s surprisingly managable. 

The engineers at Toyota have been hard at work, fine-tuning the car to make it feel more responsive and precise than its predecessors. This meant a stiffer chassis, but with updates to the suspension setup and steering feel, the car feels soft and cushioned on the roads.

Under the hood, the synergy between the 2.5-litre in-line four engine and the electric motor produces 247bhp, propelling the 2.1-tonne MPV from a standstill to 100km/h in 9.4 seconds. It’s a respectable figure for an MPV, but remember, hard acceleration is not this vehicle’s forte. Push it too hard, and you’ll be met with the displeasing sound of the CVT drone – a reminder that the Vellfire is built for cruising, not racing.

Braking is another area where the Vellfire’s size comes into play. Despite its mass, the vehicle stops efficiently, with a linear brake feel. Just make sure you keep a sensible distance from the car ahead; you do not want to be at the receiving end of an angry tirade by your boss just because you braked too hard.

While most prospective customers probably wouldn’t bother about it, fuel efficiency is quite important in a big MPV. Toyota’s claimed combined consumption figure of 17.2 km/litre is optimistic; in real-world conditions, I managed 13.1km/litre. Still, that’s a respectable figure considering it’s a Vellfire.

Defining Standards

The Toyota Vellfire Hybrid stands out as one of the best full-size MPVs on the market today. A vehicle that doesn’t just compete with its counterparts but sets a new standard in the segment. And the allure of the Vellfire is its unassuming nature. It doesn’t boast or brag. It doesn’t need to. 

It’s a vehicle for those who appreciate luxury in its purest unpretentious form, a vehicle for the person who understands that true luxury is not about how loudly you can announce your wealth, but about the quiet confidence in enjoying it.

Technical Specifications

Toyota Vellfire Hybrid

Engine: 2,487cc 4-cylinder 16-valve DOHC, Dual VVT-i
Power: 247 bhp
Torque: 239 Nm
Gearbox: CVT (A)
0-100km/h: 9.4 seconds (claimed)
Top Speed: 180 km/h
Fuel Economy: 12.2 km/L (claimed)
Price: S$395,888 with COE (accurate at the time of this article)
Contact: Toyota Singapore

Photo Credits: Sean Loo (@auto.driven)

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And they’re doing so with this – the new and improved BMW 216i Active Tourer.

Keen viewers would have already spotted the ‘16’ vehicle designation in the title, which in a local context means that this new 2 Series has a powertrain that is classified under the traditionally cheaper Category A COE.

Good news then, for the MPV which has seen major success in our local car climate. With its ever-popular predecessor, can the new 216i live up to its famed reputation?

Still has that quintessential driving essence

Before we immerse ourselves in the intricate details, let’s crunch some numbers. While the new BMW 216i may have undergone a slight power reduction, now boasting 121hp under the hood as compared to its robust sibling, the 218i, with 134hp, don’t be too quick to judge.

Indeed, the century sprint may now take a smidgen longer, clocking in at 10.3 seconds instead of the previous 9 seconds flat. And sure, the top speed might have experienced a minor dip from 214 km/h to 206 km/h. But, let’s be honest, when you’re cruising down the asphalt, those milliseconds and kilometres per hour aren’t exactly the metrics stealing your attention.

Crucially, the turbocharged inline-3 engine that breathes life remains unchanged, and the car still feels snappy off the line. Paired with the same snappy 7-speed transmission, it continues to deliver a hearty 230Nm of torque – an attribute that’s far from negligible, especially when you consider the compact nature of this mini-MPV.

And here’s the cherry on top – with peak torque readily available from 1,500rpm, the 216i Active Tourer’s eagerness to set forth hasn’t diminished in the slightest. As you navigate the urban sprawl or conquer the open road, this vehicle proves itself as a willing and capable companion. While it might take a tad longer to breach the three-digit mark on the speedometer, the experience remains engaging and spirited.

Furthermore, the BMW 216i Active Tourer preserves a driving experience that gracefully leans more towards the agility of a hatchback than the conventional attributes of a mini-MPV. It’s a testament to BMW’s commitment to infuse each creation with an element of driving engagement that transcends the mere act of transportation.

Although the steering might exhibit a touch lighter feel compared to BMW’s average, it remains commendably responsive to the nuanced inputs of the driver.

The real revelation, however, manifests as you navigate bends with a more audacious flair. Body roll is remarkably restrained, defying expectations of a vehicle of its stature. The Adaptive M Suspension undoubtedly contributes to this dynamic prowess.

Admittedly, the trade-off is a slightly stiffer ride, particularly evident in the M Sport trim. This might elicit mixed reactions, yet it’s a compromise that imbues the 216i Active Tourer with taut responsiveness, further enhancing its dynamic capabilities.

And you get all of this whilst saving fuel. BMW claims a fuel economy of 14.7km/litre, and during my media time with the 216i I managed to achieve a respectable 12.6km/litre overall. For good measure, this figure also accounted for some stop/start city driving and enthusiastic cornering action too.

On a full tank, you can easily achieve more than 800km with this city cruiser.

And all of the creature comforts

Even better is the unchanged – and thus uncompromised – standard equipment list on the car. The eagle-eyed folk who scrolled assiduously through this review may notice that this doesn’t have a panoramic sunroof (nor a head-up display, and augmented reality navigation) – those trinkets were part of the Launch Edition, which was a $9,000 optional extra back then.

Apart from that, you really do get almost everything you want in a car. Screen sizes on the stunning Curved Display remain as they were on the 218i, and you still get premium touches that are both gratifying (who can resist ambient lighting?) and nifty.

The same thoughtful wireless charger (which also exists in the BMW X1) with phone restrain allows for easy charging, and you can chuck your smartphone there once its auto connected to the wireless Apple CarPlay or Android Auto interface.

BMW iDrive 8 remains a slight point of contention in modern BMWs, but I personally remain in the camp that enjoys having measured expanse over brevity. The system’s components are fairly intuitive and well-synergised once you wrap your head around them.

Arguably the best feature of the car is the Comfort Access. Essentially, the car unlocks and locks itself without you touching it or the key as long as it’s in your pocket and if you’re within range. It’s not unique or complex as a feature, but makes the car just that bit more pleasant to live with as a result. 

Because of its MPV-esque proportions, the BMW 216i boasts great headroom and legroom for adults, and you can fit 5 of them comfortably for long journeys.

Boot space is also pretty decent, spanning 470 litres with the seats folded up, and 1,455 litres with everything tucked away. The boot opening also has a relatively wide aperture, making it easy for cargo ingress.

Wrapped up in a sensible body style

The BMW 216i in Active Tourer guise might not be the dame of the dancefloor, but its MPV stature translates to a practical facade.

This unit is also rocking the M Sport package, which adds a body kit and 18-inch rims with Continental PremiumContact 6 tyres, making it look a bit less dowdy and a bit more aggressive. And as far as I know, the M Sport package is standard issue across all local units.

With its taller and blunter nose, narrowed head and taillights, flushed door handles and smoother lines overall, the 2 Series Active Tourer’s sheet metal is ageing nicely. The M Sport front and rear aprons add some visual edge, too, without taking things over the top. 

This may not hide the car’s boxy appearance, and it may not be as sleek or stylish as a modern SUV, but for those who value functionality, you cannot argue with its purpose-first looks.

Exactly the kind of facade that’ll impress even your strict mother-in-law during Chinese New Year.

Making this one a winner

I’ll just cut right to the chase – the BMW 216i Active Tourer is a great car. It asserts itself as a sensible all-rounder package that delivers on most of the aspects a typical buyer would wish for in a family MPV.

A marginal dip in power compared to its predecessor becomes inconsequential when juxtaposed with the symphony of qualities it conducts. A nuanced driving experience, an oasis of refinement, an expansive cabin that emanates an aura of opulence – these attributes stand tall, overshadowing any compromise in performance.

Plus, with its Category A COE classification, it’s at least a little easier for the wallet and impending credit card bills.

For those willing to traverse the path less taken, to veer away from the crossover mania that has swept the automotive realm, the 216i Active Tourer emerges as a beacon of diversified choice. 

Technical Specifications

BMW 2 Series Active Tourer 216i M Sport
Engine: 1,499cc 3-cylinder in-line Twinpower Turbocharged
Power: 121hp 
Torque: 230Nm
Gearbox: 7-Speed Steptronic DCT
0-100km/h: 10.3 seconds (claimed)
Top Speed: 206km/h
Fuel Economy: 14.7km/L (claimed)
Price: S$228,888 with COE (accurate at the time of this article)
Contact: BMW Singapore

Photo Credits: Sean Loo (@auto.driven)

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Yep, it’s Mazda’s new flagship, and the vehicle it hopes will revive its fortunes after a tough business period during the COVID-19 pandemic.

So, what’s the buzz about? This SUV, grand and illustrious, steps onto the stage as Mazda’s current largest offering (a bigger CX-80 is still in the pipeline) and brings with it a host of new upgrades.

This bold contender is set to tango with the likes of the Toyota RAV4 and Nissan X-Trail. Yet, Mazda’s aiming high, envisioning the CX-60 as a semi-premium alternative, a poised rival to the more opulent badges in the automotive realm.

So then, does it have the mojo to do so?

Sculpted to stand out

Let’s take a gander at the CX-60’s visage, shall we? It’s akin to a charismatic relative of the CX-5, embodying Mazda’s hallmark clean design language that gracefully sidesteps the realm of overwrought aesthetics.

The black plastic wheel arches are a nice touch too and help to accentuate the car’s more muscular stature. When these are painted to match the body (like in some press images), the CX-60 might appear a tad too monolithic.

The car looks great from all angles. Mazda models have always been relatively good-looking, but this one knocks it out of the park.

Old school charm with modern twists

Venture inside and you’re greeted with a snug haven for five. No seven-seater option here – I suspect that’s reserved for the forthcoming CX-80.

Settle into the driver’s seat, and you’ll find a world that’s easy to conquer. The windshield pillars stand narrow and the dashboard low, gifting you an unobstructed and clear view of where the bonnet ends.

However, rear visibility isn’t quite as promising, with a narrow rear window aperture and the view over your shoulder hampered by thick rear pillars. At least Mazda made parking relatively easy with the help of standard-fit front and rear parking sensors and a crisp rear-view camera.

The great thing about the CX-60 is that a lot of amenities come as standard; which were traditionally only offered on higher-end trims of previous Mazda models. The leather used for the seats are of prime quality, and a panoramic sunroof floods additional light into the cabin, giving it an elevated airy atmosphere. 

Physical controls have always been more intuitive to use, and the CX-60 has physical switches for most features in the cabin including the climate control system; a clear win and a boon for those who prefer tactile interactions over digital capers.

All of the buttons and switches are built to a high standard as well, making you feel like a pilot in a cockpit, eagerly pressing all of your desired settings before setting off.

The digital 12.3-inch instrument display is clear with sharp and easy-to-read graphics, but it’s not all that configurable. The sentiments continue with the equally-sized 12.3-inch infotainment system, where like other models from the brand, the CX-60 employs a physical rotary controller that makes it simple to cycle through all the menus while on the move.

While the controller is great for proprietary menus, the large screen isn’t a touchscreen, which can make it a challenge to navigate other items like the built-in wireless Apple CarPlay, which has a UI more suited to fingers.

A wireless charger up front and USB-C ports are aplenty, so everyone gets their fair share of device charging. The CX-60 also does a decent job of suppressing wind and road noise at speed. But, should that become an issue, a 12-speaker BOSE audio array is on hand to distract you from the harshness of the outside world.

Cargo room is decent too, with 477 litres to spare with all of the seats folded up. Knock them all down, and the space swells to 1,148 litres. Ingress and egress of items is an easy affair too, thanks to a hands-free kick sensor and wide boot aperture.

Overall, the interior feels suitably plush for a flagship large SUV. The upper sections of the dashboard are draped with soft, squishy materials lifted by chrome highlights and silver trim finishers. 

On the Open Road

Akin to a seasoned performer, the Mazda CX-60 shines, yet it doesn’t command the stage with the same fervour we’re accustomed to. That’s because it’s packing a 2.5-litre naturally aspirated powerplant under the hood, a stark contrast to the hybrid-this and electric-that powertrains that are dominating the automotive space today.

I do like this engine but, whilst diligent, the engine could use a touch more vigour. It channels 188hp and 261Nm of torque to the rear wheels through a new 8-speed gearbox, a partnership that promises a 9.6-second dash to the century mark. Impressive, no doubt, but here’s the twist – the CX-60’s weight nudges past 1.75 tonnes, demanding a bit more throttle oomph when the gradient turns steep. 

The gearbox is also a tad rough especially at low speeds, when it has a tendency to flick between gears, sacrificing smoothness in favour of overall fuel economy.

But, understand the quirks of its gearbox and work in tandem with it, and the CX-60 is a surprisingly good contender in the corners, remaining composed whether you’re heading down an undulating road or set of bends, dealing with mid-corner bumps with ease.

The steering is not that sharp, but its well-judged weight makes it engaging enough to encourage a keen driver in the bends, and it remains remarkably level in corners compared with most competitor SUVs. Not bad for a car that weighs almost two tonnes.

Mazda is also generous with its suite of safety features, dubbed i-Activsense, and it boasts a fresh five-star ANCAP safety rating, so rest assured you’ll be fine in the event of an incident. The car’s start/stop system (tagged as i-Stop) is pretty unnoticeable most of the time too, but can also be disabled easily with a dedicated button on the dashboard.

Conclusion

Let’s ponder the ultimate question – is the Mazda CX-60 your automotive opus? It’s a question of personal desires. And frankly, options abound in the five-seater SUV market.

While most may feel that the badge appeal of certain brands in this class will draw them away from the CX-60, you should keep it on your radar. It’s smart, well-appointed and comes with a sensible setup. 

Is it enough to drag buyers away from the beloved brands in the premium segment? History tells us that it’s going to be a challenging task, but one’s thing is for certain: the CX-60 can give these upmarket brands a run for their money.

Technical Specifications

Mazda CX-60
Engine: 2,488cc in-line 4, DOHC SKYACTIV-G
Power: 189bhp
Torque: 261Nm
Gearbox: 8-Speed Automatic
0-100km/h: 9.6 seconds (claimed)
Top Speed: 203km/h
Fuel Economy: 13.3km/L (claimed)
Price: S$278,888 with COE (accurate at the time of this article)
Contact: Mazda Singapore

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!