Update 16 April 2024: You just gotta love the Italians. After having been launched as the Alfa Romeo Milano, an Italian government official declared that the use of the name ‘Milano’ is banned by law. So folks, here we have the Alfa Romeo Junior. Compact controversy indeed!

Sean and I were having a chat about Alfa Romeo the other day. I mentioned that if it was not for the fact that sedans and hatchbacks don’t sell as well today, Alfa Romeo would build a hot-hatch successor to the Giulietta if they had their own way.

Barely a day later, this news drops. Sporty at heart, compact in size and Italian style at first sight, the Alfa Romeo Milano Alfa Romeo Junior was presented to international press in Milan at the historic headquarters of the Automobile Club Milano where Alfa Romeo was founded in 1910.

Boy, does the Milano Junior court controversy. I’ve read stories in other publications worldwide to this effect. Beauty is in the eyes of the beholder, so we invite you to draw your own conclusions. As for me, I LOVE it!

The name ‘Junior’ comes from Alfa Romeo’s past. On September 26, 1966, the GT 1300 Junior was unveiled in Balocco to appeal to a younger and newer audience of buyers.

Despite the lack of the name “Giulia,” it was the leader of a new Alfa Romeo generation. Indeed, similar versions of the Spider range would also be identified with the Junior.

With sales of over 92,000 units, the GT 1300 Junior soon became the overall best seller in the line-up, and a true status symbol of its time.

Bold Exterior

The Milano’s Junior’s design is quintessentially Alfa Romeo; aimed at those looking for a car not only to be a ‘means of transport,’ but rather for symbiosis, a bond that can bring out ‘authentic emotions.’

The new Milano Junior, with its compact dimensions (length of 4.17 meters, width of 1.78 metres and height of 1.5 metres), encompasses the uniqueness of the Alfa Romeo Centro Stile‘s original and modern Made in Italy design.

Typical of the brand expressed in the balance of proportions and purity of lines.

Alfa Romeo’s stylists have modelled this ‘skin’ with artisanal care to breathe life into a sinuous and exciting design that catches the eye at first sight.

This creates a genuine emotional connection between the driver and the car, even going as far as resulting in a strong desire to caress it. Trust me folks, this describes me to a tee.

The proportions are set out with stylistic features relating to tradition, such as the limited overhangs, the muscular wheel arches, and the iconic ‘truncated tail,’ a reference to the legendary Giulia TZ.

One unique new feature is the new shield in the Leggenda and Progresso variants. Perhaps the most famous and recognizable signature in the automotive world. This is banked by ‘3+3’ and adaptive Full LED Matrix headlights.

Elegant Cabin

The same inspiration of sportiness can be found inside the car, with the generous use of premium materials. Most of all, the instrument panel brings back the historical ‘telescope’ design, persuading you to wrap your hands around the steering wheel, start the engine, and make the best of a unique driving experience.

The middle of the cluster features a fully digital 10.25-inch TFT screen, to access the car’s data and the settings for the driving technologies.

Oriented towards the driver, a 10.25-inch touchscreen system comes with intuitive widgets that can be customised via drag and drop. Every user can create their own unique homepage, where each of the car’s features is a widget in itself.

To further embellish the interior, the air conditioning vents are shaped in a quadrifoglio or four-leaf clover, the symbol par excellence of Alfa Romeo sportiness.

Finally, Sabelt sports seats feature an enveloping backrest that combines ergonomics and structural lightness.

Despite its compact size, the Milano Junior boasts the largest boot in its battery-electric vehicle (BEV) class with a load capacity of up to 400 litres.

The Milano Junior also comes with features such as the “Alfa Romeo cable organiser” storage compartment located under the bonnet, a handy place to store the charging cable. For easy access, proximity access enables owners to unlock and lock your car quickly and easily without human intervention.

Driving Passion

The team that coordinated the development of the Milano’s Junior’s driving dynamics is the same one that developed the Giulia GTA at the Balocco testing centre in Vercelli province, with the clear aim of the new Milano Junior achieving best-in-class driving characteristics.

The car touts the most direct steering in the segment with a 14.6:1 steering rack, specially calibrated to be extremely precise. In the VELOCE variant, the sports suspension has been lowered by 25mm, and the front and rear anti-roll bars are extra sporty to guarantee high levels of corner grip.

Front brakes are over 380mm with four-piston monobloc callipers, and a Torsen limited-slip differential is included as standard. The high-performance 20-inch tyres are also specific to electric vehicles.

The Milano Junior will also include the Alfa D.N.A. system – Dynamic, Natural, and Advanced Efficiency. On the Q4 hybrid version, a rumoured fourth mode known as Q4 will be available for low-grip conditions.

All this forms the basis of a compact car with pure, recognisable Alfa Romeo sportiness.

The Alfa Romeo Milano Alfa Romeo Junior is equipped with “Alfa Connect Services,” a tool that offers onboard connectivity and a range of services such as “My Navigation,” enabling drivers to search for destinations and points of interest, as well as real-time alerts on traffic, weather and speedcams. Thanks to over-the-air (OTA) technology, the car’s maps and software are always kept up to date.

Via the My Alfa Connect smartphone app, customers can also interact with the car using “My Remote,” with various services such as remote control of the car’s functions and notifications if these are not respected. E-Control also offers the option to remotely manage start-up and stopping, to schedule charging, or if necessary, to heat or cool the interior before getting into the vehicle.

Another innovation is the integration of the Hey Alfa virtual assistant and ChatGPT (A.I.) which use voice recognition to give you a useful, discreet ‘copilot’ on your travels, for information, and advice and to meet all the driver’s needs.

In the EV ELETTRICA variant, Alfa Romeo has opted for a “Hybrid Synchronous Motor”. Available in two power versions, 156hp or 240hp, output should be sufficient for an engaging and sporty drive. The 54-kWh battery is quoted to offer “a very good ratio of rated to usable energy”.

Specifically, in the 156hp version, you get up to 410 km of range (WLTP), or 590 km (Urban). At 100-kW DC fast charging stations, it takes less than 30 minutes to charge the batteries from 10 to 80%.

Next up, the hybrid IBRIDA variant adopts a 136hp 48V variable-geometry turbo (VGT) architecture alongside a 1.2-litre 3-cylinder engine. The battery and a 21-kW electric motor are built into the 6-speed dual-clutch gearbox, to ensure efficiency. Power will be sent to either front-wheel or Q4 all-wheel drive. The engine can even shut off, giving you electric drive up to 150 km/h.

The top-of-the-range launch version, dubbed SPECIALE will be available with both IBRIDA and ELETTRICA (156hp) powertrains.

Spring for the SPECIALE, and you get the “Progresso” badge, matte sports finishes in Brera red, and 18-inch ‘Petali’ alloy wheels. The interior comes with exclusive features such as a ‘Spiga’ vinyl and fabric interior, a leather steering wheel, and an electric driver’s seat with massage functionality.

Controversial? Sure.

Still an Alfa Romeo? Let us drive it first.

Photo Credits: Alfa Romeo

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At the value-end of the electric vehicle (EV) market, one finds a slew of offerings such as the BYD Atto 3, Citroen e-C4 and Hyundai Kona Electric. Amongst them, one also finds the Opel Mokka-e from the Stellantis stable.

Being so spoilt for choice, does the Mokka-e have what it takes to sway buyers to this German compact crossover?

die Außenseite

One first notices how the Mokka-e sits somewhat higher off the ground. This makes ingress and egress a much easier proposition than compact sedans and hatchbacks.

The design language here is rather clean, interspersed by black plastic trim and a blacked-out front emblem and roof that play nicely against the test car’s White Banquise paintwork.

Murdered out 17-inch rims wearing 215/60 R17 Michelin Primacy 4 tyres help raise visual aggression levels a tad while contrasting nicely with the bodywork.

The clean design aesthetic carries on to the rump, where one finds a small roof spoiler, sleek tail lamps and one of my favourite features, a black ‘diffuser’ housing the bright red rear foglight below the bumper line.

das Innere

Swing open the hatch to find 350 litres of boot space, and if more is needed, the rear seatbacks can be lowered in a 60:40 split to liberate additional carrying capacity, to the tune of 1,105 litres.

I had the privilege of ferrying two pairs of female passengers in the rear, with one pair in their 20s and the other in their golden years. All rear-seat passengers complimented the good comfort and ride quality of the Mokka-e.

Naturally, longer-of-limbs and shorter-of-torso 1.82-metre tall yours truly wouldn’t be able to sit directly behind his driving position, but it wasn’t an issue for more petite individuals.

Two USB Type-A ports are available in the rear to charge mobile devices, but I found it curious that there were no overhead grab handles or dome lights in the back.

The front seats are manually adjusted, and comfortable for longer journeys. I was easily and quickly able to find my ideal driving position courtesy of the manual adjusters. See, electrical adjustments are not always the fastest.

Then it’s just a simple case of reach- and rake-adjusting the steering wheel to one’s ideal arms-length.

Ahead of the steering wheel sits a 12-inch instrument cluster screen. One can toggle the screen to display myriad information, including a trip computer, navigation and a minimalist display, through a rocker selector and button on the turn-signal stalk.

The 10-inch touchscreen infotainment is basic, but features Apple CarPlay and Android Auto, which is what will mostly be used. The audio system, though basic, can play clear and loud.

Climate controls are physical (hooray!) and easy to adjust on the move.

A couple of cupholders can be found behind the centre console, along with an adjustable armrest that, once slid forward, obscures one of the cupholders. You could stow a short stubby can of classic Red Bull there though.

Not a big concern, for the front door pockets, can accommodate larger water bottles.

das Fahren

The Mokka-e is easy to drive and park. Outward visibility is excellent owing to large glass panels, and even reversing without the camera is a cinch thanks to the large wing mirrors.

Those wing mirrors also house blind-spot warning indicators which glow bright orange, so they’re easy to pick up on. The lane-keeping system, however, is a bit too over-enthusiastic and is best turned off via the button in the centre console.

On the move, ride comfort is great, especially in the rear, and the Mokka-e never gets too fidgety. It can even be momentum-driven through a bend or corner, but push it and it will begrudgingly comply under protest. This is a compact crossover for cruising, not bruising.

Cruising comes courtesy of its 132hp and 260Nm electric motor which drives the front wheels.

Propulsion juice comes courtesy of a 50kW battery pack, and the Mokka-e is fitted with an 11kW onboard charger, which can take the battery from flat to 100% in just 4.5 hours at a suitable AC charger.

It can also accept faster DC charging at 50kW, and I was able to charge it from 25%-90% in about 38 minutes, which is good.

Opel claims a WLTP average efficiency of 14.5kWh/100km or 6.9km/kWh. I was able to better this at a weighted and normalised average of 14.16kWh/100km or 7.1km/kWh during my drive.

Considering the 50kW battery capacity vis-a-vis the average efficiency during my drive, around 355km is doable on a full charge. I just wish the battery was slightly larger for 400km of range in between charges.

Naturally, your mileage may vary with driving style and use case, but the key to good efficiency, as always, is to drive smoothly, not slow.

The Opel Mokka-e makes a compelling proposition for those who want a simple, straightforward and cost-effective EV-ownership proposition. It rides well, is easy to drive and park charges relatively quickly and is pleasant to look at.

Does it make the cut for you? Take a test drive and see if the Mokka-e is your flavour of coffee bean.

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Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Opel Mokka-e

Unladen Weight: 1,523kg
Battery Size: 50kW
Power: 132hp
Torque: 260Nm
Drive: Front wheels
0-100km/h: 10.1 seconds (claimed)
Range: up to 363km (claimed)
Energy Economy: 14.5kWh/100km or 6.9km/kWh (claimed)
Price: S$181,500 with COE (accurate at the time of this article)
Contact: Opel Singapore

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Renault is French, and sells its cars worldwide, particularly in Europe. Therefore, the name of its upcoming C-segment SUV is an appropriate one.

Symbioz sounds like the French ‘symbiose’, derived from the ancient Greek ‘symbiosis’, meaning ‘living together’, a value deeply rooted in the DNA of Renault, with the slogan “cars for living”.

It is a word that is similar in many languages: ‘symbiosis’ in English, ‘simbiose’ in Spanish and ‘simbiosi’ in Italian, making the name Symbioz easy to understand by a wide audience.

“For this new compact family car, we wanted a name with human significance, expressing the close bond between a family and their car. The name Symbioz perfectly illustrates life with our vehicle, a place where passengers are as one with their vehicle and the environment,” said Sylvia Dos Santos, Head of Naming Strategy, Renault Marketing Division.

Symbioz will feature Renault’s new brand design. This new SUV is the most compact hybrid in Renault’s C-segment range, at just 4.41m long. The interior is designed to satisfy the whole family, with generous space and loading capacity.

It will also deliver the best of Renault technology. The new-generation Solarbay panoramic glass roof is based on PDLC technology and turns opaque without a blind. Symbioz’s E-Tech full hybrid 145hp engine in a vehicle of reduced weight (under 1,500 kg) offers more driving pleasure and lower fuel consumption.

We’ll bring you more when the Symbioz launches.

Photo Credits: Renault

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Photography Credit: Alex Tan

After a memorable weekend and an emotional parting thereafter with the electric vehicle (EV) version, that’s what we were keen to find out. This review will focus on the differences between the 2008 and the e-2008. In fact, we recommend checking out the other article first for a full-featured review of what is essentially the same compact SUV but with a different powertrain and drivetrain.

Apart from the different front grilles between the two at first glance, the first major difference lies under the bonnet. The 2008 features a 1.2-litre inline three-cylinder turbocharged Internal Combustion Engine (ICE) putting down 129hp and 230Nm of torque, as opposed to its EV sibling which puts out just one horsepower more but with an additional 30Nm of torque. Power from the ICE is sent to the front wheels via an eight-speed automatic gearbox, whereas in the EV, it is a direct-drive electric motor without an additional gearbox interface.

What this means is that although the EV is more immediate off the line, the ICE version comes back into its own once its turbo comes on song. For more immediacy, set the 2008’s drive mode to Sport, and the gearbox and throttle responses sharpen up to provide even more punch. It’s no sports SUV, so temper your expectations, but even then in Sport mode, the acceleration is pretty brisk.

The next major difference is found in the interior. A proud-standing gear lever features in place of the EV’s stubby drive selector. It’s simple enough to use, although its shape was found to be pretty suggestive by quite a few, including photographer-of-the-day Alex Tan.

In the 2008, shortcuts are placed on the infotainment screen’s bezel, as opposed to the EV where they were placed above the toggle levers below the centre aircon vents. To me, this is a much more intuitive place for these shortcuts and were easier to access and use while on the move.

The third major difference is indicated range. Where the EV on a full charge showed around 340km of range, the petrol version showed close to 600km when the car was picked up. We’ll come back to this later on.

One noticeable difference is kerb weight. Where the EV sits at 1,548kg, the 2008 saves nearly 350kg over that. This translates to a more light-on-its-feet feeling with the latter while on the move. Both compact SUVs wear the same 215/55R18 Michelin Primacy 4 tyres on the same Bund Alloy rims, so this nimbleness comes down to how much lighter the ICE-version is to begin with.

Both compact SUVs feel the same in terms of ride comfort. I said this in the other article and it is still evident here that the French know good suspension tuning most of the time. Like its EV sibling, the 2008 is comfortable to drive, and while it can be playfully chucked into a corner and will hold the line well, the high-profile tyres mean that it is not entirely happy doing it but will still do so.

Unlike its EV sibling, however, the next major difference is that there is a sensation of speed to be experienced in the 2008 courtesy of engine, road and wind noises. They’re not annoying by any stretch, but they’re there in the background, and one can certainly judge their rate of progress aurally.

So, how did the 2008 do in terms of fuel economy? On a pure street drive covering 81km, the fuel consumption was 8L/100km or 12.5km/L, and this route was done with auto engine start-stop turned off to test for the “worst case scenario.” Unusually on that day, there was a MAHOOSIVE traffic jam on Loyang Avenue in the direction of Tampines that made things even more difficult. Despite that, the consumption was pretty good.

A mostly-highway run covering 220km saw fuel consumption rate of 4.7L/100km or 21.3km/L. Keeping in mind that the 2008 is NOT a hybrid, this is really impressive. The number actually sat solidly at 4.8 for most of the journey, finally clicking over to 4.7 and staying there when I was about 10km from completing the drive.

Like its EV sibling, the 2008 made me feel like just getting in and going for a drive. And so, on that soggy, sodden Sunday amidst the relentless soak, a round-island drive was embarked upon. The best way to feel a car out is in inclement weather, and I’m happy to report that the 2008 was the perfect companion for a wet-weather cruise, always keeping me feeling secure and never putting a foot down wrong.

Well, almost. Due to the position of the reverse-camera, this is what was seen on the infotainment screen when going astern into a parking spot:

Covering 140km, this mixed-mode cruise took place on main roads, back roads, viaducts and highways, encountering traffic lights and speed limits ranging from 40-90km/h. The fuel consumption was a respectable 6.4L/100km or 15.6km/L in the pouring rain with standing puddles of water everywhere and the automatic windscreen wipers matching the prevailing conditions. That wasn’t the end of it either. Another cruise was undertaken that evening to explore a part of Singapore that I hadn’t been to in nearly 15 years. And that’s the thing – the 2008 kept making me feel like just getting in and going for a drive. It was that enjoyable.

Overall, the economy for that weekend’s test drive stood at 6.3L/100km or 15.9km/L when the 2008 was returned with the fuel gauge nestled firmly into Empty. Peugeot claims a combined economy figure of 5.1L/100km or 19.6km/L and just like with its EV-sibling, I have no idea how they got that number.

Given the 44-litre petrol tank, a real-world range of between 550-700km is very possible. The obligatory “your mileage may vary” disclaimer applies.

All said and done, which did I prefer, the EV or the ICE-version? Well, lemme put it this way…

Photography: Alex Tan

Technical Specifications

Peugeot 2008 1.2 EAT8 GT
Engine: 1,199cc inline 3-cylinder, turbocharged
Power: 129hp @ 5,500rpm
Torque: 230Nm @ 1,750rpm
Combined Fuel Economy: 5.1L/100km (claimed)
Fuel Tank Capacity: 44-litres
0-100km/h: 9.1 seconds (claimed)
Top Speed: 198km/h (claimed)
Kerb Weight: 1,205kg (claimed)
Price: S$177,888 including COE (accurate at the time of this article)
Contact: Peugeot Singapore

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Indeed, these British puppies are purpose-built to provide drivers with endless fun on the roads with their can-do attitudes and funky demeanours. The recipe was simple – take a compact car, throw a reasonably powerful engine in it, add good handling characteristics, and you get a shopping cart of fun. But, what if you decided to swap out its beating heart?

As the world shifts into electric overdrive, MINI has also pledged to electrify its entire range by 2030, and joined the fray with its Electric hatch in 2020, and since its debut, it has met with huge fanfare.

With the launch of their new Resolute lineup, the MINI Electric has also been bestowed these trim upgrades. But, is it worth springing for the visual eye candy? Or is this just a cosmetic façade?

So what’s different?

Visually, the MINI Electric Resolute looks almost identical to its regular counterpart. The only differences on the outside are trim pieces finished in a unique Resolute bronze colour, badging draped in a matte piano black, and bronze Resolute striping lining the bonnet. Oh, and you also get this Rebel Green paint scheme, a colour traditionally only available on the top-spec John Cooper Works (JCW) models.

Even the wheels are visually identical, with the same questionable-looking three-pin plug design which divided audiences.

The Resolute theme continues on the inside, where gold-coloured pinstripes are used to outline black trim pieces. The seats are also finished in carbon black leather with equally contrasting stitching, and if you look closely you’ll spot two union jacks blended into the design. Perforated Union Jack motifs are etched into the headrests, and small colour Union Jack buttons are affixed on the sides of the seats.

Other than that though, you’re essentially getting a regular MINI electric, albeit with swanky new clothing.

Familiar Funkiness

Still, it isn’t all bare bones in the interior. With the Electric, you’re essentially getting the Cooper S treatment package, bestowing you with creature comforts like a Harman Kardon sound system and a Nappa leather steering wheel.

MINI has cleverly disguised its instrument TFT cluster to make it look like a fully digital display. If that doesn’t fancy you, A Heads-up display is also available, providing easy visibility whilst driving.

While I applaud MINI for thinking of an innovative way of integrating a wireless charging pad into their already squeezy interior, the charging pad in question doesn’t work all too well. It is innovative… if it worked.

Specifically, since I use larger smartphones (Something something Note Ultra, something something Pro Max), my phones just aren’t able to fit in the tight compartment. Granted, I do own large phones. But, with each smartphone outdoing the last in terms of size, I’m sure I’m not the only one who would face such a struggle.

Worse still, because the charging pad is embedded in the centre glove box, there isn’t a glove box anymore so to speak, so you’re left with just an armrest.

I will give credit to the cruise control and speed limiter design on the steering wheel. It is flawless in operation, and honestly one of the best designs I’ve seen on the market. Want to cruise at a set speed? Push the button. Increase or decrease with a few taps, and press again to cancel. It’s simple, it works, and it’s extremely intuitive to use.

What’s not intuitive to use, however, is the MINI entertainment system. MINI had to squeeze its touchscreen into the dimensions of its round centre cluster. This resulted in the UI looking rather compact, and some menu icons can feel cumbersome to press. The saving grace is that you do get physical buttons to take over operations, but I just wished the screen is easier to work with in execution.

MINIs aren’t known for cavernous interiors, but the MINI electric is decent in this department. I even took my friends out for dinner and male occupants can fit in the back just fine, albeit with slightly restrictive headroom.

Electrified go-kart

Even with an electric heart, the MINI Electric Resolute is still able to pounce. As with most MINIs, the suspension is set up on the stiffer side. You will feel jolts should you try and go over speed bumps with a bit more speed, but overall the MINI electric is still reasonably comfortable for long journeys. As long as you remain in the front, not the back, where there’s actual legroom.

135 kW (181 bhp) and 270 Nm of torque are more than sufficient for your needs since the car is still fairly light and nimble even with a battery pack underneath. The century sprint is done and dusted in just 7.3 seconds, although you quickly learn to not do this repeatedly (even if it’s good fun) because your remaining range just plummets.

Of course, because of its electrified drivetrain, overtaking becomes an absolute breeze. Want the lane? Just take it. You also get a few driving modes tailored to different occasions. Sport stiffens up the steering, and gives you better throttle response. Perfect when you want to impress that significant other in the corners.

Once all your showboating is done, you would probably pop the MINI electric into Normal or Green modes, in order to conserve range. In more dire situations, Green+ mode shuts off everything, including the AC to maximise as much range as possible. I call this the ‘Hail Mary’ mode, where you start feverishly praying the car has enough juice to make it to that elusive charging station.

As with most MINIs, parking is also a simple affair due to the tiny proportions and short overhangs. MINI also provides a whole host of sensors to prevent you from hitting even the smallest speck of dust.

Overall, its fast, and extremely fun to chuck around. Even though it has an electric heart, it still retains that MINI essence to it, being a small attack dog that can turn on a dime.

What’s it like to deal with

In order to preserve range, a common quirk of EVs is that each time you open the driver door to get out, the car shuts off if it senses the driver’s seat belt isn’t fastened. The MINI Electric has this too, and it’s just horrible to work with. Each time I jump out to snap a picture, the car resets itself. It is extremely annoying.

With its compact battery, wherever you go you would need to always be on the lookout for charging ports unless you have ready access to one at home. After a whole day of driving, I am crawling to find the nearest fast charger for my depleted car.

But, being a MINI, you do get lots of stares on the roads due to its quirky looks. It’s even amplified in this due to the special Resolute colour and unique trim tones. Owning and driving a MINI really gives you a unique feeling that no other brand can replicate. You feel special driving it, especially when plugged up alongside other EVs, which tends to happen a lot.

It’s a ball of fun

Like its regular counterpart, the MINI Electric shows that fun can come in large doses even though you’re in a small car. With its petite battery, it’s not a long-distance cruiser by any means, but getting around the city with this has never been easier. Look past its short range, and it’s a really engaging city car that delivers on all fronts.

Quintessentially, it doesn’t lose its MINI attitude, and that do-it-all happy-go-lucky spirit is something most modern crop of cars nowadays seem to lack. Like an excited toy poodle, its all rearing to go at the nearest available opportunity.

If you are looking for a fun EV, and ideally have a charger readily available, this should be right up your alley.

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