MG has been making quite the splash, aiming to please the budget-conscious car buyer with a lineup of attractive offerings. And the MG4 did not disappoint. Its fun-to-drive demeanour and stylish looks previously bagged one of our AutoApp Car Of The Year awards in 2023. Well earned.

Now, MG has released a new Cat-A friendly 99kW variant, with its sights firmly on the BYD Dolphin and ORA Good Cat. The competition is getting hotter, but can the MG4 still edge out on top?

Externally, the MG4 trades cute looks for an aesthetic that is more sleek and futuristic.  This is characterised by sharp, angular headlights and a dual aero rear spoiler that injects a dose of aggressiveness into its profile.

This car looks like it belongs on a racetrack rather than stuck in city traffic, and the dynamic creases catch the eye from every angle. 

This attack-chihuahua facade really turns heads, and for those who really want their MG4 to pop, colour options like Volcano Orange, Dynamic Red, or Holborn Blue are available to make a vibrant statement.

The MG4’s interior, while utilitarian with some budget-conscious materials, manages to deliver a rather tech-forward ambience. This is no small feat for a car that’s easy on the wallet.

For those of us who have been around the block with budget-friendly rides, you’d expect the infotainment system to be a bit of an afterthought. But, the MG4 surprises with a generous 10.25-inch display that’s crisp and clear.

However, it’s not without its quirks. While the physical shortcut keys are a thoughtful touch, making quick adjustments on the fly (especially to the climate controls) can feel like a game of precision you didn’t sign up to play, thanks to some finicky on-screen icons.

This can sometimes cause you to miss a beat with touch inputs, which might leave you tapping away in mild frustration.

Both Apple CarPlay and Android Auto are standard, though you’ll need to plug in as there’s no wireless option just yet.

Creature comforts-wise, the MG4 isn’t skimping. The Trophy trim comes with heated seats, a heated steering wheel, an electrically adjustable driver’s seat, and a wireless smartphone charger. It’s the small things that make life much easier when you’re getting around.

Space-wise, MG has done a commendable job. The interior feels roomy, and storage solutions are smartly integrated, like the sliding-lid cubby and deep central armrest bin.

Rear passengers aren’t left out either, enjoying ample legroom and a floor that’s nearly flat.

As for the boot, it’s a practical space with 363 litres of capacity, expandable to 1,177 litres with the rear seats down.

And while you won’t find any storage under the ‘frunk’, the underfloor storage in the boot makes for a neat spot to stash those charging cables.

The biggest standout on the MG4 is its rear-wheel drive single motor setup. A recent revision has dialled back the power to a more paper-friendly 133bhp and 250Nm of torque, fitting snugly into the Cat A COE bracket without sacrificing the MG’s charming efficiency.

Navigating around in the MG4 is as pleasant as a morning walk in the park, thanks to its light, precise steering and panoramic forward visibility. Its dexterity makes it a breeze to manoeuvre through tight urban spaces, and for those of us who find parallel parking daunting, the 360-degree camera provides a much-needed safety net.

Don’t think the MG4 is just a city slicker, though. It’s equally at home on curvier terrains where it invites a bit more zeal behind the wheel.

Despite its slightly front-heavy demeanour, the rear-wheel drive and adjustable chassis encourage a bit of playfulness, making those spirited drives on twisty B-roads surprisingly engaging.

But, adjusting settings like regenerative braking and drive modes can feel a tad laborious, involving a few too many taps on the touchscreen or a fiddle with the programmatically elusive star buttons on the steering wheel. Since the settings reset each time you shut down the car, each journey starts with what feels akin to setting up for takeoff.

Efficiency remains one of MG’s selling points, and the MG4 doesn’t disappoint. Testing revealed a commendable consumption rate of about 14.5kWh/100km, pushing the practical range to an impressive 440km off the 64kWh battery.

And when you do need to juice up, the MG4 supports a brisk charging pace of up to 135kW, which means you can recharge from 20% to 80% in just about 30 minutes.

In the arena of budget-friendly EVs, the MG4 emerges as a dark horse. It’s the kind of car that brings a smirk to your face not just for the money it saves you, but for the spark it brings to every journey.

While the MG 4 might ask you to overlook a few peccadillos, its overall value proposition is hard to beat. A reminder that sometimes, the best value comes wrapped up in an economically sound package.

Technical Specifications

MG 4 Trophy (Cat A)

Engine: Single Asynchronous Motor, Rear-Wheel Drive
Power: 99kW (133bhp)
Torque: 250Nm
Gearbox: Single-Speed (A)
0-100km/h: 8.5 seconds (claimed)
Top Speed: 160km/h
Battery Capacity: 64 kWh
Drive Range: 450 km
Energy Consumption: 5.9 km/kWh (claimed)

Price: S$162,888 with COE (accurate at the time of this article)
Contact: MG Singapore

Photo Credits: Sean Loo (@auto.driven)

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The EQA, Mercedes’ petite electric crossover, has recently undergone a gentle touch-up. 

Originally debuting in 2021, the EQA was a pioneer in a then sparsely populated field. Fast forward to today, and it finds itself amidst a veritable stampede of rivals like the BMW iX1 and Audi Q4 e-tron, all jostling for supremacy in the luxury electric crossover arena.

Now that the field is bunched up, one must innovate to stand out from the pack. Has the EQA done enough though?

Design-wise, the EQA mirrors the GLA but its appearance might make you think of an android doppelgänger; eerily familiar yet distinctively different.

It’s the sort of vehicle that doesn’t crack jokes or raise eyebrows; instead, it goes about its business with a stoic efficiency that’s almost Apple-esque in its design philosophy.

With the latest facelift, the EQA adopts a grille that now sports the brand’s iconic star pattern, aligning it aesthetically with its bigger EQ siblings.

The designers have tweaked the front bumper to slice through the air with greater ease, and it sports a new LED light bar that arcs across the grille.

Round the back, the tail lights don an intricate 3D design, maintaining the original model’s LED light bar, which adds a touch of sophistication to its posterior aesthetics.

Sitting on 18-inch wheels, the EQA maintains an understated and classy look. Enough to fly under the radar, but also enough to garner a second glance.

The cabin of the Mercedes-Benz EQA, though snug, compensates with its top-tier finish. The ambience is further enhanced by plush materials that assure you that this is indeed a bona fide member of the Mercedes family, albeit a younger sibling.

Every switch and surface shouts quality, aligning with what one expects from the storied brand. But it’s not all just show; the EQA is practical with its technology too with its twin 10.25-inch displays.

Wireless Apple CarPlay and Android Auto come standard, and you get a decent amount of settings to play around with. The displays also offers a treasure trove of data on how to manage your electric charge.

It’s not all roses though, especially in the back. The roominess of the petrol GLA didn’t quite translate to its electric counterpart.

The battery pack has nudged the floor upwards, making the rear less comfortable, with a flat seat base and elevated floor that leave something to be desired in terms of legroom and foot space.

Cargo space? Adequate but not generous at 340 litres, with a small nook for your charging cables. The lack of a frunk might leave you wishing for a bit more storage.

From the get-go, the EQA wraps you in an almost ethereal silence. The only hint of its movement is a pedestrian-warning hum, which itself fades into the background as you pick up speed, melding seamlessly into the soft symphony played by the tyres and subdued thuds of the suspension.

Performance, while not heart-racing, is certainly competent, especially in the bursts from standstill to city speeds. Though it might not chase the horizon with ferocity, reaching the century mark from a standstill in a respectable 8.6 seconds, the EQA shows a spirited side within city limits.

Push it past double digits, however, and it seems to retreat, content to hover below its modest top speed of 160km/h.

Jolts from the road at lower speeds are noticeable, but not uncomfortable. The vehicle’s dynamics on twistier roads have more discipline, with stiff anti-roll bars keeping it true to its path, albeit with a bit of side-to-side swagger.

Steering in the EQA might leave enthusiasts yearning for more feedback, but its predictable nature makes it a reliable companion on longer highway jaunts. Braking is another feather in the EQA’s cap, with a system that transitions smoothly between regenerative and mechanical braking. 

Intriguingly, Mercedes allows drivers to tinker with the regeneration settings via paddle shifters. The ‘Dynamic’ regen setting adds a smart touch, adjusting itself based on the traffic flow and speed regulations, though it requires a bit of acclimatisation to appreciate its intermittent interventions.

All said, the EQA may not set your pulse racing, but it doesn’t aim to. Instead, it offers a ride where luxury and silence coalesce into a serene, albeit slightly sanitised, driving experience.

Yes, it doesn’t have the swanky Hyperscreen like its bigger siblings, or expansive amounts of tech, but that’s one of the reasons why I prefer the EQA to its Mercedes brethren. It has enough tech to satisfy you, without going overboard while tripping on itself in the process.

Couple that with a relatively premium cabin, competitive range and charging speeds, and the Mercedes-Benz EQA fits the bill for those looking to begin their transition to electric mobility. 

Technical Specifications

Mercedes-Benz EQA 250+

Engine: Single Asynchronous Motor, Front-Wheel Drive
Power: 140kw (188bhp)
Torque: 385Nm
Gearbox: Single-Speed (A)
0-100km/h: 8.6 seconds (claimed)
Top Speed: 160km/h
Battery Capacity: 70.5 kWh
Drive Range: 569 km
Energy Consumption: 5.4 km/kWh (claimed)

Price: S$289,888 (Progressive), S$298,888 (Electric Art), both with COE (accurate at the time of this article)
Contact: Mercedes-Benz Singapore

Photo Credits: Sean Loo (@auto.driven)

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The Range Rover Velar by most standards is a large luxury SUV. But, it’s pretty hard to stand out in a family of large luxury SUVs – cue the Range Rover, Range Rover Sport, and even the Defender and Discovery offerings from Land Rover.

The Evoque has form factor as an advantage, and that has helped it to sell more than the Velar. That’s why you take a second glance each time a Velar passes by; it has that rarity factor. 

Launched way back in 2017, this is the new facelift variant, and it has mostly kept its original appeal intact. A tech upgrade here, and a sprinkling of safety features there, and it’s off to the races.

And it’s a good thing the tech updates came about too – the Velar now plays against the standard crop of premium manufacturers. Think Mercedes GLE, Audi Q8, BMW X5, Porsche Cayenne and Maserati Grecale. All expensive and heavy cars, but can the Velar edge out the competition?

Stirred Not Shaken

The Range Rover Velar’s exterior is a sleek blend of minimalism and elegance. Its silhouette is characterised by a cacophony of smooth lines and sleek proportions, creating a fast and dynamic look.

A rising beltline, falling roof, and pinched tail contribute to a modern and agile appearance, while the screen rake adds a sporty touch.

The facelift brings a refreshed front grille, headlights, taillights, and rear bumper.

These updates are understated yet effective in keeping the Velar’s facade relevant against new-age futuristic automotive design.

While the faux vents on the bonnet and below the door mirrors might not appeal to purists, they do play a subtle role in reducing the Velar’s visual heft and are crafted to complement the front and rear light clusters.

All of this means the Velar exudes a purity of design that seems almost untouched by time. Its surfaces are as pristine as smooth concrete, free from unnecessary lines or details.

Decluttering In Progress

Inside the Velar, you’re greeted with the familiar Range Rover ambience. The dashboard is a minimalist’s dream, characterised by clean lines and sparingly used ornaments. The central console’s T-piece design is both elegant and practical.

The facelift brings about Range Rover’s latest infotainment system, featuring a large, 11.4-inch Pivi Pro tablet-like screen that emerges from the centre dash. The system’s interface, with its typography and graphics, is on par with the best in the industry.

However, the new system has its quirks. The removal of the secondary touch screen and multifunctional control knobs means more reliance on the upper screen for various functions, occasionally making adjustments less intuitive.

Perhaps a physical volume knob would have been a nice addition too, to keep the lone gear shifter company amongst the large wood trim. A special nod goes to the Meridian sound system, which delivers a solid audio experience, especially tunes with punchy bass.

The cubby box replacing the lower screen is handy and stows away a convenient wireless phone charger, but its flimsy plastic lid somewhat detracts from the overall cabin quality.

The interior colour options have shifted away from light-coloured cloth to predominantly black non-leather choices; good for longevity, and being able to withstand the turmoils of everyday family use.

In terms of space, the Velar is competent but not overly generous. The front seats’ size slightly compromises legroom in the back, and the stylish roofline impacts headroom.

Yet, it still offers more room than an executive sedan. The rear seats are well-equipped with ports, vents, and lights for added comfort.

Storage space inside the cabin could be better, but the boot is spacious, albeit a bit shallow. Considering the Velar’s length, it outpaces many rivals in overall capacity.

Style Meets Substance

Before we get into the driving bits, let’s cover the engine choices. While overseas markets have an engine buffet table to feast on, Singapore has to make do with only the P250 non-mild-hybrid petrol engine. This isn’t all that bad, but you are left wondering if this was indeed the correct engine that the Velar was built to cradle.

No plug-in hybrid options are available either locally, and if you wanted a bigger engine included with your purchase, you would either have to specially indent one, or scale up to the Range Rover Sport or the big-boy Range Rover.

Still, the engine does a decent job of keeping things under control. Some non-hybrid engines have an awful delayed thump as they kick into life, but here it’s a smooth process.

There is some noticeable turbo lag, but it is mitigated once you rev past 3,000rpm, which is where the engine sits comfortably at. Not the best if you are looking to maximise fuel economy, but the 4-pot has enough grunt to get you propelled with urgency given enough throttle input.

Speaking of, fuel economy is reasonable in the Velar considering its heft. Across over 280 kilometres of spirited driving, my average was around 8.3km/litre. Although, I do wonder if a larger engine could actually help fuel economy since it wouldn’t be strained as much to get things in motion.

With 247bhp and 365Nm of torque on tap, you hit the century marker in a brisk 7.5 seconds. Keep your foot down, and the Velar can eventually touch 217km/h.

Like a proper Range Rover, the Velar is dignified and in command of most situations, with well-oiled accurate steering. Don’t expect to tackle corners with the grace of a sedan, but if you’re in a hurry, the sport mode does stiffen up the damping, lower the body and dedicate more power to the rear for extra bite.

If you wanted a Rangie to scurry round corners with, you should look at the Range Rover Sport, with its adaptive anti-roll bars and stiffer frame. The RR Sport also comes with grippy on-road performance tyres, unlike the Velar which comes with all-weather Pirelli Scorpions as standard. 

But, if you’re not into that kind of hot-shot cornering action, the Velar’s ride is civilised and quiet, ironing out undulations well. It’s a big relief from the thumpy and unsettling ride quality of other ‘sports’ SUVs. 

Of course, donning the Land Rover badge, the Velar’s CV also includes a host of off-road modes. Air springs give it more ground clearance and a larger attack angle, and traction and diff thresholds enable it to traverse incremental terrain.

Land Rover claims it has got wade sensing too, allowing it to brave a small flood, with doors that wrap down around the sills so you don’t turn your car into a fish tank. Sadly, there really isn’t anywhere in Singapore where you can properly give these features a go.

That ‘Wow’ Factor

The Velar fits snugly in a nice spot amongst the Range Rover catalogue. It isn’t too imposing in cities like its bigger siblings, and it still offers that quintessential refined driving security we’ve come to love from Land Rovers. 

The facelift didn’t change much to the car, but it did refine most of the things that bugged existing owners. All of that is wrapped nicely in a sleek package that turns heads as you trundle by.

The style and glam don’t hinder practicality too; it’s still roomy enough for a family, and decently sized for dense spaces. Plus, if you really wanted to, you could take the road less travelled.

Where rival SUVs just look the part, a Range Rover shows them how it’s really done.

Technical Specifications

Range Rover Velar 2.0 Dynamic HSE

Engine: 1,997cc 4-cylinder 16-valve, Turbocharged
Power: 247bhp
Torque: 365Nm
Gearbox: 8-Speed (A)
0-100km/h: 7.5 seconds (claimed)
Top Speed: 217km/h
Fuel Economy: 10.1km/litre (claimed)
Price: S$361,888 without COE (accurate at the time of this article)
Contact: Wearnes Automotive

Photo Credits: Sean Loo (@auto.driven)

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The Crosstrek you see here was formally known as the XV on our shores for many years and has gone through a name refresh alongside some key upgrades. Crucially, this is still Subaru’s little tough guy, combining the form and functionality of a hatchback with more go-anywhere prowess than most city-dominated SUVs on the market today.

It might not be as pretty as other SUVs and it isn’t quick, but the Crosstrek is a plucky daily driver you can load up with climbing gear and top with kayaks or mountain bicycles. It is the extension of your outdoor-active lifestyle.

Rough and Tough

The Crosstrek, though a fresh moniker, traces its lineage back to the XV. Hence, the two share very similar styling. Subaru introduced the ‘rugged-lite’ styling on the first-gen XV, setting a tone that echoes to today, and the Crosstrek proudly carries that torch.

The Crosstrek unveils its new identity with slimmer headlights and a face reminiscent of the sporty WRX. Yet, it maintains that unmistakable Subaru vibe – a blend of contemporary flair and allegiance to tradition. The front bumper, akin to a warrior’s shield, cradles fog lamps, adding a touch of aggression. Add those 3D-taillights at the back, and the overall image is a general crowd-pleaser.

Rolling on 18-inch wheels, the Crosstrek is what I’d call ‘conventionally good-looking.’ It doesn’t scream for attention; it gets it with a subdued yet modern aura. Parked beside its peers, it remains distinctly Subaru, yet effortlessly contemporary.

Tech Wizzed

From the moment you open the door, it’s clear the Crosstrek was designed with durability in mind. This was designed to tackle ruts and gravel after all. Translated, that means the materials are sturdy and well screwed together, but leaves a lot to be desired in terms of premium trimmings.

This isn’t a cheap interior, per se, but the Crosstrek’s use-it-and-abuse-it mantra does shine through. A bit muted in colour? Perhaps. But it’s a canvas waiting for your adventures to paint it with memories.

The analogue-digital combo does work well, but against the all-digital clusters of today, it does look a little dated. What isn’t dated is the new 11.6-inch touchscreen. Like the Outback, this system boasts a vertical layout, dividing functions into layers with quick functions around the corners. And you get wireless support for Apple CarPlay and Android Auto! Brilliant.

Subaru is embracing the future without tossing aside good ol’ physical controls. Temperature adjustments? There’s a button. Volume? There’s a dial. While I wish there was a button for HVAC fan speed, this is still better than having everything digital.

Amidst all this, the Crosstrek doesn’t forget its practical roots. It’s a family car, not just in name. Decent headroom, generous legroom, and a boot that, while not cavernous, is more than a grocery-getter.

Subaru knows its owners are going to throw all sorts of dirty outdoorsy things back here, so the standard floor liner is a removable rubber mat that’ll be easy to hose down once it’s inevitably covered in mud, grass, or sand.

There are cup holders and cubbies everywhere, which is exactly what Crosstrek buyers want. You’ll find plenty of places to shove protein bars and water bottles, including a large glove box and deep centre console.

Surprisingly Docile Yet Rugged

Central to the Crosstrek’s prowess is its all-terrain dominance. While other SUVS may tiptoe around the edges of adventure, the Crosstrek boldly strides into the rugged unknown. 

Despite being a little slower, the Crosstrek is nevertheless surefooted. It’s not floaty or bouncy, but rather well-controlled and comfy for all occupants. A steering rack borrowed from the WRX enables the front end to turn in quickly and there’s a good amount of feedback through the wheel while on or off the road.

The introduction of the e-BOXER mild hybrid drivetrain helps fuel economy along too, enhancing both efficiency and refinement. On my short test with the car, I managed to get 7.8km/litre; not the greatest, but this was with some light idling and bouts of acceleration, so your mileage may certainly vary.

Then we come to the transmission; this is often a topic relegated to the periphery. But, the CVT is leaps smoother than its predecessor, and the inclusion of paddle shifters to “simulate” gear changes elevates the driving experience. 

Where the Crosstrek truly shines is off the beaten path. The dual-function X-Mode transforms the Crosstrek into an off-road virtuoso, conquering terrains that most other crossovers cower at. With a ground clearance of 220mm, it’s also very forgiving should you accidentally bump into short obstacles on the road.

Honestly, aside from the dearth of power, the Crosstrek’s a charming little thing. You sit up high and there’s great visibility out of the expansive windscreen.

The unorthodox choice

I feel the biggest challenge the Crosstrek faces is not itself, but the fast-paced ever-changing SUV market. It’s decent in its own right, yet it steps onto the stage when the automotive landscape is quickly evolving, with buyers gravitating towards turbocharged powerhouses and fully hybridised models. Competition is fiercer than ever these days.

But, if you find yourself on the lookout for an SUV that refuses to conform, that revels in breaking free from the ordinary, the Crosstrek beckons. The Crosstrek is more than ready, X-Mode engaged.

Technical Specifications

Subaru Crosstrek e-BOXER Hybrid

Engine: 1,995cc 4-cylinder DOHC Boxer
Power: 148 bhp
Torque: 196 Nm
Gearbox: 7-Speed Hybrid Lineartronic CVT
0-100km/h: 10.5 seconds (claimed)
Top Speed: 199 km/h
Fuel Economy: 14 km/L (claimed)

Price: S$186,800 with COE (accurate at the time of this article)
Contact: Subaru 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)

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

If I listed down everything about the Mercedes-Benz EQS450+ having never seen, driven in, or ridden in the car, you would be very enthusiastic about it.

Indeed, it’s a car that promises a wealth of luxury alongside a ton of great features, and it is Mercedes’ answer to the luxury EV market. Unlike other manufacturers, the EQS was built from the ground up on a unique platform. Simply converting their S-class wasn’t good enough, right?

But, how does it stack up against the ever-competitive luxury EV market?

Symphonic design

Our journey commences with the visual overture of the Mercedes-Benz EQS 450+, a design language that defies convention while embracing the symphony of aerodynamic efficiency. This flagship Mercedes EV embraces a sleek elegance, reminiscent of a wireless mouse poised for action. Its form is a celebration of scientific precision, sculpted to slice through the wind with a finesse that’s visually arresting.

Yet, amidst this celebration of efficiency, a note of curiosity surfaces. While the EQS 450+ stands as a paragon of aerodynamic prowess, one might ponder if a touch more flair could have elevated its visual cadence.

After all, in a world where aesthetics often waltz hand in hand with performance, could a bolder design narrative have been composed without sacrificing its aerodynamic grace?

Whichever side of the fence you’re on, you can’t deny that the design is extremely futuristic, garnering the curious stares of other motorists as you sail on by in utter silence. A spaceship on wheels, this is.

Technology troves abound

Of course, as this is the top dog of the EQ food chain, the interior opulence of the Mercedes-Benz EQS has to be surpassing expectations. But, while it exists in the higher EQS53 variant, the Hyperscreen’s expansive 56-inch display is noticeably absent in the 450’s interior.

You still get a large 12.8-inch OLED Media Display that handles all of your major cabin settings. Climate control, navigation, and media; all are at your fingertips, or rather, your touch-sensitive swipes. There are almost no hard buttons, not even on the steering wheel.

Yet, within this symphony of innovation, a question arises – does the absence of tactile buttons elevate the driving experience or dance on the precipice of inconvenience?

Not to be outdone though, the EQS provides occupants with a modern and classy cabin lined with rose gold accents, turbine-styled aircon vents, and a whole suite of ambient lighting options.

LED strips are found not just below the dashboard, but within the door panels and even under the seats. At night, the EQS really comes alive with visual flavour.

The EQS 450+ plunges into an embrace of futuristic control, captivating passengers with leather-clad elegance and plush seating that offers respite for the discerning traveller. The seats, adorned with suede pillows on the headrests, are nothing short of fantastic.

Seat heating and cooling can also be turned on at the same time… for whatever reason. Thank you, Mercedes, for offering me that discretion. 

With a length of over 5.2 metres, interior headroom and legroom are provided in copious amounts. The EQS is also a great choice for those who frequent golfing establishments. Its fastback-esque roofline opens up along with the boot, giving you a cavernous boot capacity of 580 litres. Plus, the wide and tall rear aperture makes loading golf bags a breeze.

Just, try not to stain the all-white boot lining, would ya?

Dynamics in motion

Transitioning to the kinetic realm of the Mercedes-Benz EQS 450+, the first thing that surprises you is just how quick this thing is off the line. Its weighty presence, approximating 2,480kg, belies the grace with which this Mercedes navigates the roads.

A single electric motor channels 329hp and 565Nm of torque to the rear wheels. This instant acceleration propels the EQS 450+ to the century mark in just over 6 seconds. Remember, this thing weighs almost 2.5 tonnes.

Rear-wheel steering also allows the EQS to glide through tight corners and makes it so much easier to manoeuvre it into parking spaces. A myriad of sensors and cameras are on hand too, so you know exactly what’s around you in high definition.

Of course, ultimately being a luxury saloon, you cannot (and shouldn’t in the first place) wring the EQS round corners enthusiastically. While the car does have a low centre of gravity and assertive tyres bolted on, the steering can feel vague at times. This handling ballet, while engaging, necessitates a certain caution, a gentle balance between enthusiasm and prudence.

But, what the EQS does especially well is offer you a symphony of comfort. Especially if you’re being driven around and are lounging in the back.

Another aspect in which the EQS shines is its gargantuan battery and range. The EQS 450+ has a remarkable claimed 762km of travel per charge, or in layman’s terms, a trip to Kuala Lumpur and back without having to visit a single charger.

The impressive range pretty much eliminated any anxiety I had about charging, which itself was also an easy affair. Even a 50kW DC charger managed to provide 20% charge in about half an hour. This might not sound a lot, but that 20% does equate to at least another 180km of range.

There were also many ways to try and improve efficiency. The car has a whole efficiency menu which displayed all the things that were using extra power, told me how much more range I would get by turning them off, and even allowed me to do so with one touch on the screen. Smart.

Likewise, the paddle shifters are there to adjust the strength of regenerative braking. But, strangely there was no one-pedal driving option. 

In terms of efficiency in the real world, I managed to achieve a nice round 19kWh/100km, and that was with some enthusiastic acceleration and heavy air-conditioning use thrown into the mix. Since the car has a 107.8-kWh battery, that would equate to around 567km. Not quite up to scratch with what Mercedes-Benz claims, but still pretty impressive nonetheless.

Futuristic luxo-barge

It’s all there. All of the good stuff is right in front of you. But, in some cases, they’re just not easy enough to use. Should you buy this car if you’re in the market for a luxury EV? Despite its flaws, it’s still a well-rounded package.

These small issues are not enough to detract from the fact that this car, overall, is competent, efficient, and very plush inside.

Granted, many of the foibles I have with the EQS are what you might consider first-world problems. It’s not perfect, but even as it sits, it’s absolutely worthy of being called a Mercedes-Benz.

Technical Specifications

Mercedes-Benz EQS450+ AMG Line

Engine: Single Permanently Excited Synchronous Motor, Rear-Wheel Drive (RWD)
Power: 245kw (329bhp)
Torque: 565Nm
Gearbox: Single-Speed (A)
0-100km/h: 6.2 seconds (claimed)
Top Speed: 210km/h
Battery Capacity: 107.8 kWh
Drive Range: 762 km
Energy Consumption: 5.5 km/kWh (claimed)
Price: S$617,888 with COE (accurate at the time of this article)
Contact: Mercedes-Benz 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)

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Supercars, in general, have made great strides in terms of usability over the past few decades. Rewind time to before I was born, and most supercar owners were stuck suffering with temperamental machines that were often broken down by the side of the road and were all but unusable in adverse weather.

These days, however, supercars are practically as usable as your run-of-the-mill Prius; you’d be pretty much fine toddling down to the shops and picking up groceries in a McLaren or Ferrari as you would in a Toyota.

And one of the key moments on that journey to usability happened with the arrival of the Audi R8 back in 2006. While it was essentially the Lamborghini Gallardo with a different body, it delivered a more approachable experience than the Bull.

Much like the first-generation Honda NSX, the R8 helped redefine what a two-door speed machine should be like – not just on the track but also on the streets.

Here in 2023, the R8 is staring down the tail end of its second generation, and staring into a future that looks very different than when it first rocked up to the supercar table.

It’s always a sad day when an automaker announces the end of a model, and it’s especially so with the Audi R8. A rare and cherished species, this naturally aspirated supercar stands tall among its turbocharged counterparts, refusing to succumb to the prevailing winds of change. 

We might get a tad sentimental here, but can you blame us? We’re witnessing the twilight of a legendary era after all.

One component that made the Audi R8 such a joy was its heart, literally. There have been numerous variants over the years, but this puppy you see here has the 5.2-litre V-10, a true work of art that does away with any electrification or turbochargers.

Back then, high-revving internal combustion screamers were all the rage in the performance car space. Today, with the advent of eco-conscious folks marching to the tune of “less carbon more love”, the name of the game is about making more power from smaller engines, via turbochargers, electric-hybrid systems and all other kinds of techno-trickery.

The V10 is a mesmerising throwback to the good old days when power was crafted with the mastery of combusting fuel in an engine. The pursuit of perfection was almost puritanical, if you will, but the allure of this untamed power cannot be denied.

It roars with a bellow that gives you warm fuzzies, and the temptation to shift gears just to savour its symphony is simply irresistible. 

On the handling front, with the lack of Quattro to keep things in check, the Audi R8 dances to a different tune as it bids adieu to all-wheel drive.

Instead, it delivers visceral sensations corner after corner, pushing out 562 hp and 550Nm of torque with unbridled charm. Sure, it might not match its all-wheel-drive Quattro sister in sheer power, but the drama and excitement of an excited tail end and wheelspin are well worth the trade-off.

But alas, every tale has its twists, and here comes the bittersweet part. Enter the seven-speed dual-clutch S-Tronic transmission – an aspect that might raise some eyebrows. Normally reliable, this gearbox seems to lag behind slightly even in Sport mode, an unexpected flaw I never thought I would encounter in an Audi.

Perhaps it could be due to other manufacturers catching up and producing transmissions that shift lightning-quick, but the gears in the R8 just seem a tad past their prime.

Plus, in Normal mode, the transmission seems a bit stubborn when it comes to downshifts. The V10’s power lies in its higher revs, but without a subtle downshift, you might find casual acceleration at best.

Small problem though; just switch it into Sport mode, and the car grants you the freedom of part-throttle downshifts. A choice between granny mode or full-on maniac, and I already know which camp I fall under.

These flaws are minor though compared to what the Audi R8 excels at, and that’s being an everyday driver. It deftly glides over driveways and speed bumps, proving its practicality amidst the world of lifter kits and scraped splitters. 

The focus on driving and another nod to the past is evident in the cabin too, with the absence of any centre screen or fancy touch-sensitive buttons. It’s a rare sight in modern cars, but as someone who loves older machinery, I feel Audi made the right call here.

Nothing else is around to distract you from the sheer joy of commanding this machine. Instead, you’ll find moving-map navigation, a backup camera, and even Apple CarPlay and Android Auto displayed on the instrument cluster, keeping things delightfully straightforward.

You get some functionality too, with 226 litres of cubby storage behind the carbon bucket seats and 112 litres more in the frunk, bolstering the car’s original ‘everyday supercar’ ethos. 

Now, as we witness the rise of electric marvels like Audi’s new e-tron GT RS, we can’t deny their performance prowess. Yet, amidst the silence of electrons, there’s something about the R8’s sound and fury that tugs at our hearts, leaving an indelible mark on our automotive souls. Each drive becomes a celebration of the senses, with ears ringing from the symphony of power and nostrils filled with the intoxicating scent of a car running hard. 

The Audi R8 no longer has a place in our world, but it is a breed that shall forever echo in the annals of automotive greatness, its symphony reverberating in our dreams for years to come.

Technical Specifications

Audi R8 FSI Performance RWD
Engine: 5,204cc V10
Power: 562hp
Torque: 550Nm
Gearbox: 7-Speed S-Tronic (A)
0-100km/h: 3.7 seconds (claimed)
Top Speed: 329km/h
Fuel Economy: 7.4km/L (claimed)
Price: S$874,055 with COE (accurate at the time of this article)
Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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(updated: 21 August 2023)

When you’re of a certain vintage, it is natural to grow nostalgic about the cars of yesteryear. We usually remember them to be better to drive than the cars of today. The reality, however, is debatable.

While the simpler mechanicals might make for a more unfiltered driving experience, the truth is, creature comforts like cup holders and Apple CarPlay have become indispensable to my everyday driving needs. The ability to access real-time traffic conditions, stream my entire library of music and podcasts and if need be, listen to a Zoom meeting on the move just makes dealing with the demands of today’s traffic much more bearable. 

For Android users, the S-Cross does Android Auto as well.

These smartphone connectivity platforms are great time-savers. If your job requires you to jump from one car to another every few days, being able to instantly call up stored destinations and pick up exactly where you left off on your audiobook makes you feel at home in any car. 

The Suzuki S-Cross driven here seems to have a proverbial foot in the past, while the other is simultaneously in 2023. Here’s why. 

While its styling is not exactly outdated, when parked next to the latest crop of crossovers such as the Toyota Yaris Cross or Nissan Qashqai for example, the S-Cross looks like it belongs in a different era. Similarly, many of the interior panels, switches, and other controls, feel like the way many Japanese cars of the 80s and 90s did. 

The interior panels also feel hard-wearing and tapping on them reveals a hollow sound. This may seem out of sync with the premium, dampened and soft feel that other manufacturers are going for, but there’s good reason for Suzuki’s approach which I’ll get to later. 

These retro touches, however, are juxtaposed against a suite of convenience and safety features that allows the S-Cross to be relevant amongst the latest cars on sale today. 

For starters, I’m happy to report that the aforementioned cup holders and Apple CarPlay are present and accounted for in the Suzuki S-Cross. As a bonus, it is even capable of a wireless Apple CarPlay interface. Something that even the futuristic BYD Dolphin that was previously reviewed lacked. 

There’s also Adaptive Cruise Control, 360-view parking cameras dual-zone climate control, and a 9-inch infotainment touchscreen that takes centre stage on the dashboard. On the safety front, there are no less than five airbags, including one for the driver’s knee. 

Then there’s the host of other collision prevention, lane departure warning features, and stability control. Altogether, these are known collectively as Suzuki Safety Support. 

Speaking of features. An after-sales installation of an electrically-operable tailgate and a wireless charging pad for smartphones would make for a more complete package. While we’re at it, could we also have mirrors that automatically fold when the car is locked? Thanks. 

Driving impressions

The drivetrain is also aligned with the modern era in the sense that the engine is a 1.4-litre turbocharged unit with a 48-volt Mild Hybrid system. This, ironically results in another throwback experience, but happily, in a good way. 

While the latest crop of Cat A cars that are detuned to slide in under the 130hp cap can feel a little underwhelming, the S-Cross in comparison feels wonderfully torquey and lively when moving off the line. 

The mild hybrid motor comes in the form of an Integrated Starter Generator (ISG) that works in tandem with the 12-volt battery. The electrified assistance is stepped up to 48 volts and helps the 1.4-litre ICE engine along seamlessly enough not to be caught out by any form of turbo lag.

As its name implies, the ISG takes over the function of the start motor and alternator (a.k.a. generator) in one component. Besides starting the engine, the ISG is also capable of providing electrical power to the engine via the drive belt. When decelerating or coasting, the ISG then charges both the lithium hybrid battery as well as the 12-volt car battery that powers the lights and electrical ancillaries.  The animation below explains how the ISG works in more detail.

(updated: 21 August 2023)

So how well does it work in real life then? We plonked our resident fuel-economy tester Vivek in the driver’s seat and sent him on his way. He came back with a calculated overall economy of 21.2km/L or 4.72L/100km over a test-driven 694.4km, which bested Suzuki’s claimed 17.5km/L or 5.7L/100km economy in the process.

Naturally your mileage may vary based on use-case and driving conditions, but considering that the ISG only kicks in to boost acceleration when needed, and that the internal combustion engine is working pretty much all the time, the S-Cross’ real-world tested fuel economy is actually pretty impressive.

(/update)

It could be the electronics, the additional weight or a combination of both, but many of the latest cars feel like there’s a filter between the driver’s input and the actual acceleration. The Suzuki feels more direct in comparison and takes you back to the 90s when cars felt more analogue. 

While the straight-line performance is well above par, it doesn’t quite have the level of agility to elevate it to hot hatch status. That said, the S-Cross features the same power unit as the one found in a Suzuki Swift Sport. Fit it with a good set of high-performance tyres, and a well-driven S-Cross might just be able to keep up with a Swift Sport on a twisty B-road. 

Practical magic

Add the fun-to-drive dynamics to a practical body style and you might just have a really good all-rounder. Inside, there’s ample room for five adults. Rear passenger legroom passes the test of a pair of six-footers sitting in tandem.

The luggage bay is also thoughtfully designed. For example, it features a hidden floor where extra shoes or an assortment of small items can be stowed out of sight. The false floor sits almost flush with the loading threshold. This makes it much easier to load and remove large items. Additionally, it also makes for a nice occasional bench to change into those running shoes, or simply sit back and chill al fresco…

On the surface, the Suzuki S-Cross might come across as a little outdated, or lacking in the frills and sophistication of most of its other competitors. However, to appreciate the Suzuki ethos, you really need to take a longer-term view.

Many of the latest cars are designed to wow their audiences at the showroom or at least until the warranty expires. In Singapore’s tropical climate, it is common to find that the soft touch surfaces start to get sticky or shiny and look worse for wear by the time they reach five years or more. 

The materials in the interior of the Suzuki may not feel as plush today. However, I can just about guarantee that this car will look showroom fresh 10 years from now and even beyond. The interior looks dated in some areas because some switches and controls have been carried over from previous models, for decades. I used to own a Grand Vitara in the early 2000s and the door lock/unlock button looks exactly the same. The chrome interior door handles can also be traced to the original SX4; this S-Cross is a direct descendant of that car! 

This is actually a very good thing. What this means is that these parts, which are used every time you get into the car, have been tested over millions of vehicles for a very long time. As a result, they are extremely reliable and can last the lifetime of the car, and possibly its owner.

That said, there’s a very small chink in the Suzuki’s armour. The gear lever of the 6-speed automatic gearbox slides into manual mode from D too easily, such that accidental election happens often. For those so inclined, shift paddles behind the steering wheel are there for manual gear changes. 

In the S-Cross, the standard seats are finished in a heavy-duty material. They feel like it’s made from recycled plastic bottles. It’s just the kind of thing that you won’t mind sitting in if your clothes are still wet from a day at the beach or muddy from a round of soccer.

A Suzuki may not be the sexiest car, but it’s damn near one of the most dependable sets of wheels for the long term.

Back in the days of friendlier COE prices, it was easy to justify a Suzuki. These days, however, customers demand more as they are coughing up ever greater amounts of their hard-earned cash.

The S-Cross however, shows that the brand upping its game as well. With a few choice additions to its equipment list and lively drivability, this car may just be an analogue proposition in a digital world.

Technical Specifications

Suzuki S-Cross Mild Hybrid
Engine: 1,373cc 4-cylinder, turbocharged mild-hybrid
Power: 127bhp @ 5,500rpm
Torque: 235Nm @ 2,000-3,000rpm
Transmission: 6-speed automatic, front-wheel drive
0-100km/h: 12.7 seconds (claimed)
Top Speed: 195km/h (claimed)
Fuel Economy: 5.7L/100km (claimed)
Price: S$169,900 with COE (accurate at the time of this article)
Contact: Suzuki Singapore

Photo Credits: Sheldon Trollope

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Let’s face it, at some point in our lives, we would all concede and put away all of the fast-performance cars back into the toy cupboard, longing for a comfortable cruiser that can get us to places in quiet relaxation. These luxury cruisers ooze pantomime and comfort, but might sometimes be packed up in big commanding land yachts that may be great to be chauffeured in, but not as engaging to drive. 

Well, Audi might have a solution for the folks who still want that quintessential driving sensation, and it’s called the A8.

Business-class looks

As with other Audi models in the current lineup, the A8L shows up to the party with sleek and sharp looks. 

With its latest facelift, the A8L now has a new front fascia that features redesigned LED headlights, a classier-looking Singleframe grille, and new canard intakes. The rear is a little more subtle with its updates, with new tail lamp signatures.

Audi didn’t swap out much of the A8L with this refresh, but why should it? The fourth-generation A8 already looks darn good, and I appreciate that they didn’t go overboard with looks that already work, unlike some other brands.

Upmarket seating for four

Being inside the A8L is like being cocooned in a tranquil suite of luxury. Audi has really put in work to ensure such an experience, and between the remarkable cabin insulation, a wealth of plush materials and retractable rear window blinds, one couldn’t care less about what’s happening on the outside world.

And it isn’t like you’ll require external dealings to entertain you during the ride either, as Audi has equipped the cabin with a slew of features that’ll keep you occupied.

All four seats in the car are heated and ventilated, and offer plenty of adjustability with four-way pneumatic lumbar support, and massage functionality. Everywhere you touch, signature Valcona leather is there to greet you, and you’ll be hard-pressed to find a panel in the car which doesn’t live up to your expectations.

Screens are also commonplace in the cabin, with a pair of them dominating the centre console for infotainment and HVAC controls. Both rear passengers get a screen each as well, which mainly serves as displays to mirror devices to. Wireless CarPlay and Android Auto come as standard too for added smartphone functionality.

If the screens are not to your liking, you can also look up to the stars (or sun) thanks to the panoramic glass roof. 

If you’ve ever wanted a first-class experience for the roads, now you’ve got one.

A car not to be chauffeured in

While being chauffeured around does sound like a fancy proposition, for those who wish to command their own vessel, the A8L is just as engaging to drive around town.

Despite weighing close to 2 tonnes, this luxo-barge effortlessly accelerates with poise and precision; quite the experience for both you and bewildered passersby. 

Pop the hood, and all becomes clear. This puppy is powered by a 4.0-litre turbocharged V8 engine that churns out 453hp and 660Nm of torque. Thanks to its quattro setup, power is sent to all four wheels, giving the long-wheelbase limousine some muscle off the line.

The century sprint is done and dusted in a blistering 4.5 seconds, and if you’re daring enough, you can escort your passengers up to a top speed of 250 km/h.

It’s easy to chalk up performance in a straight line, but the fact that the A8L manages to compose itself in the corners too is nothing short of impressive. Though most wouldn’t ever try it, chucking the A8L into a series of turns at speed transforms it into an engaging B-road mile muncher.

This agility is thanks to the boffins at Audi designing more than half of the chassis with lightweight aluminium, stiff steel, and even carbon-fibre-reinforced polymers. The result is a car with excellent body rigidity, enabling the A8L to conquer any undulating terrain with general ease.

A gentleman in a tailored suit with ripped muscles underneath, this is.

Conclusion

As far as subscription plans go, the Audi A8L is the full-fat contract with all of the stops. A car that can impress not only you, but your executive clients to seal that all-important business deal.

Plus, you’ll be hard-pressed to find another luxury saloon in this segment that is as engaging to drive as the A8L. With the onslaught of electricity prowess transforming exhaust notes into silent hums, this will probably be one of the last saloons from Audi you’ll be able to acquire with that sweet V8 up front. 

One for the books, this A8L will be.

Technical Specifications

Audi A8L 2022
Engine: 3,996cc V8, Turbocharged
Power: 453bhp
Torque: 660Nm
Gearbox: 8-Speed Tiptronic (A)
0-100km/h: 4.5 seconds (claimed)
Top Speed: 250km/h
Fuel Economy: 8.1km/L (claimed)
Price: S$787,221 with COE (accurate at the time of this article)
Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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