But let’s be real, in a market already flooded with EV heavyweights, the G6 has a tough crowd to win over.

So, what does Xpeng bring to the table? For starters, there’s a big screen inside, a trendy light bar outside, and a tech entrepreneur at the helm of the company, no less.

All very nice things. But, can the G6 stand out from the sea of new EVs that have recently hit the market?

Robo-cop

The XPeng G6 has a smooth and sleek facade, reminiscent of a cross between the Hyundai Kona EV and the Tesla Model Y. While it may not immediately stand out, its Macintosh-inspired looks do garner second glances from passersby.

There are two versions on offer for Singapore-bound units – Standard Range or Long Range. Both share 440Nm of torque, but the Long Range variant benefits from 282bhp, a slight bump from the 255bhp found on the Standard.

As with most EVs, acceleration is brisk and instant. You’ll easily win other folks in a traffic light drag race, since it only takes 6.2 seconds to hit the century mark.

How does it fare on the roads?

The G6 isn’t here to wow you with Tesla-like theatrics, but it gets the job done. The ride is on the firmer side, but not uncomfortably so, and the handling is competent. There’s plenty of grip, and the traction control does its job well enough.

What it lacks, though, is personality; the steering feels a little dead, and there’s no real sense of excitement behind the wheel. It’s more vanilla than va-va-voom, but vanilla is what most folks prefer anyway.

The G6 is quiet and composed at highway speeds. There’s a coasting mode for regenerative braking, and while the X-Pedal mode delivers strong regen, it won’t bring the car to a complete stop. A little more engagement would’ve been nice.

Tech aplenty

One of the bigger appeals of the G6 is the amount of tech you get for your dollar. The suite of sensors in this car can pick out subtle differences in its environment, even distinguishing between solid and dotted lane markings, It knows the direction a stationary car is facing and even notices if the vehicle next to you has its indicators on.

An array of cameras are dotted around the car, and these help the G6 perform functions like auto-parking. You just tap a button on the touchscreen to confirm the parking spot, sit back, and watch as the car smoothly wiggles its way in. This is arguably the smoothest auto-parking assistant I’ve ever come across in a car locally. Bravo XPeng.

To prevent distractions from other occupants, there are speakers embedded within the headrests, which discreetly sound out updates from the car. Really helpful when you’re trying to listen to Google Maps whilst your passenger is blasting off some tunes in the car.

You don’t have to worry about charging

One of the G6’s aces is its 800V architecture. That’s the same lightning-quick charging tech we’ve seen in premium models like the Porsche Taycan and Hyundai EV6.

Translated, whether you spring for the 66kWh or the bigger 87.5kWh battery, you’re looking at a 10-80% charge in just 20 minutes.

During my stint, I managed to average 17.8kWh/100km, which is pretty much bang on with what XPeng touts the G6 can do. The figures are impressive, and with a gentler foot, I reckon some folks can easily strive for lower numbers.

Does cheaper mean compromised quality?

Now, you’d think a lower price tag means you’re getting a cut-rate experience. But, I’m happy to report that the G6 holds its own.

While the design might not blow your socks off, the interior is far from shabby. Soft-touch materials, thoughtful storage, and a large touchscreen give off a pleasant, unpretentious vibe. 

It’s the kind of car that is approachable to folks who are warming up to new-generation tech.

Having suffered through clunky interfaces in other Chinese EVs like BYDs and Zeekrs, the G6’s UI is actually not bad.

There are a few awkward English translations, but the overall experience is pretty straightforward. A far cry from the labyrinthine systems we’ve seen elsewhere.

While the centre console is a tad high and slightly intrusive, the rest of the cabin is spacious. A posse of five can easily fit and travel in comfort, whilst all of their belongings are tucked away in the 571-litre boot.

A sensible choice

Overall, the Xpeng G6 is a good all-rounder. It does everything you’d expect an electric SUV to do, and it does it without fuss.

But, unfortunately, it doesn’t stand out enough. In a sea of EVs, it feels like Xpeng’s biggest challenge isn’t the product itself but convincing people to take notice.

It’s not flashy, it doesn’t scream for attention, and it won’t blow your mind with cutting-edge innovation. But maybe that’s its strength – it’s a no-nonsense, well-rounded EV that just happens to be cheaper than the big names.

Where everything else is dialled up to 11, that might just be refreshing enough to win over drivers looking for a straightforward electric ride. No gimmicks, no fuss – just an EV that ticks the boxes for less money.

Technical Specifications

XPeng G6 (Long Range)

Powertrain: Single Electric Motor
Drivetrain: Rear-Wheel Drive
Power: 210 kW (282 bhp)
Torque: 440 Nm
Gearbox: Single-Speed (A)
Acceleration: 6.2 Seconds (0-100km/h)
Battery Capacity: 87.5 kWh
Drive Range: 570 km (claimed)
Energy Consumption: 5.7 km/kWh (claimed)

Price: S$242,999 with COE (accurate at the time of this article)
Contact: XPeng Singapore

Photo Credits: Sean Loo (@auto.driven)

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While Polestar and the rest of the industry refers to it as a “Coupe SUV,” in reality it’s not all that SUV-ish. Think of it as sitting somewhere between the Tesla Model 3 and Model Y in terms of size but with more luxury thrown in for good measure.

It bears a slight resemblance to the Jaguar I-Pace and has one very peculiar design choice.

Something Looks Different…

You’ve probably noticed the lack of a rear windscreen. And no, it’s not a design afterthought where they filled in a missing part; this car was meant to be like this.

The idea is to boost rear headroom and comfort for passengers while also improving the aerodynamics of the car. Odd choice, but Polestar engineers love to push the envelope.

Instead of the usual rear glass, you get a massive panoramic glass roof that stretches over the heads of the rear passengers, flooding the cabin with light. It keeps things airy and spacious back there.

Polestar also says you can drop the rear divider to fit long items or, if you’re feeling brave, maybe even a dog.

But Why No Rear Windscreen?

The reasoning, according to Polestar, is that with the 4’s sleek and narrow fastback tail, a regular rear window would’ve ended up being a tiny letterbox, making a rear-view mirror pretty much useless. So, instead, they’ve installed a wide-angle camera on the roof, which beams a live feed to a screen where the mirror normally would be. 

Now, Polestar assures us, “You’ll get used to it”. But honestly, we didn’t. The screen is just inches from your eyes, so instead of a quick glance, you have to focus and adjust, which feels unnatural.

Unlike a regular mirror where the reflection matches your road view’s distance, this setup is like staring at a TV that’s too close. So, like a van driver, you’ll probably find yourself relying more on the wing mirrors.

Clean And Stylish

Looking past the quirky rear, the rest of the Polestar 4 is very much in line with the brand’s aesthetic; clean, minimalist, and unmistakably Scandinavian. Up front, the central touchscreen has gone landscape, spanning 15.4 inches. Drivers are supported by a 10.2-inch driver’s display and a 14.7-inch head-up display. 

The interface is a step up from the 2 as well. The menus and colour palettes are simplified. Fewer taps, fewer headaches, a win for usability.

The front seats are sublime. And you’d think the lack of a rear windscreen might make things feel a bit claustrophobic back there, but the full-length glass roof stretches past the rear passengers’ heads, so it always feels light and airy.

Plus, the rear seats even come with a partial recline feature, which is a nice touch for longer drives.

The boot is spacious enough, clocking in at 526 litres, plus a frunk is handy for extra storage.

Neat Little Extras

The Polestar 4 also comes with some interesting in-car modes. ‘Keep Climate’ keeps the air-con running for up to 8 hours while the car is stationary, as does ‘Animal Mode’, but also puts a message on the centre screen to reassure any concerned passers-by that your pet isn’t roasting inside the car.

There’s also ‘Car Wash Mode’, which (before you get too excited) doesn’t automatically clean your car. It just preps the vehicle for going through a car wash.

And if you’re into celestial themes, the Polestar 4’s interior lighting is inspired by the planets. You can bask in the golden glow of the Sun, or, if you’re feeling a bit moody, opt for the atmospheric blues of Uranus.

And You Get All Of That In A Sleek Package

The Polestar 4 is reserved and elegant, avoiding the flashiness of some rivals, yet still managing to turn heads with its confident design. It’s the kind of car that raises eyebrows and starts conversations, and in a world of cookie-cutter electric SUVs, that’s no bad thing.

And you will enjoy countless hours of confused driver expressions through the rear-view camera each time someone pulls up behind you.

Looks Good And All, But How’s The Driving Bit?

Well, here’s the thing. The Polestar 4 is currently labelled the fastest Polestar you can buy in their line-up, but even in dual-motor guise, it doesn’t quite deliver the punch you’d expect. 

Yes, it’s undeniably quick. 544hp and 686Nm allow you to rock the century sprint in 3.8 seconds.

But, power is delivered in a wave rather than in a neck-snapping instant, so a dual-motor Polestar 2 would still feel more punchy off the line. Though, to me that’s a good thing; you do not want to give your passengers unnecessary whiplash while ferrying them in the 4.

It feels heavy, but that heft brings with it a sense of solid integrity, with no unwanted rattles or shakes from the body or suspension. The adaptive damping is spot on when it comes to high-frequency control, reining in the body and offering a more consistent and comfortable ride.

The steering offers three settings, but honestly, the heaviest one is the best. It gives you a more natural weight buildup as you turn the wheel. The lighter settings aren’t bad because they’re, well, lighter, but because they feel inconsistent when you’re adding lock.

Interestingly, the Performance Pack doesn’t boost power like it does in the Polestar 2. Instead, you get the Plus Pack and some fancy ‘Polestar Engineered’ chassis tuning, forged 22-inch wheels, Pirelli P-Zero tyres, and Brembo brake callipers, all accented with Swedish Gold.

What About Range?

On paper, the WLTP range is 590km for the dual-motor. Real-world numbers will likely be closer to 480-520km, but that’s still plenty for most people.

When it’s time to recharge, the Polestar 4 supports up to 200kW DC fast charging, so you can get from 10 to 80 percent in about half an hour on a speedy enough charger.

I’m Concerned About Safety Too

Polestar sticks to its Volvo-inspired safety ethos, so airbags, crash zones, and all the fancy tech to keep you and your passengers safe are front and centre.

Parking is a breeze too, with 12 ultrasonic sensors and 11 exterior cameras providing a clear 360 view. Heck, you probably don’t need to exit the vehicle in order to see what’s happening outside.

And That Is Why…

The Polestar 4 is an intriguing ride with distinctive design elements. The interior is delightful, spacious, and the overall vibe is relaxed. While the lack of a rear window might be a learning curve for some, it’s a slope that’s extremely easy to conquer considering how much tech you get for your cash.

The sensible Swedes know how to design a thing or two, you know. Just look at their furniture.

Technical Specifications

Polestar 4 (Dual Motor)

Engine: Dual Electric Motor
Powertrain: All-Wheel Drive
Power: 400 kW (544 hp)
Torque: 686 Nm
Gearbox: Single-Speed (A)
0-100km/h: 3.8 seconds (claimed)
Top Speed: 200 km/h
Battery Capacity: 100 kWh
Drive Range: 590 km (WLTP)
Energy Consumption: 4.6 km/kWh (WLTP)

Price: S$381,000 with COE (accurate at the time of this article)
Contact: Polestar Singapore

Photo Credits: Sean Loo (@auto.driven)

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Based on the CX-30, the Mazda MX-30 is the Hiroshima-based automaker’s first foray into the EV battleground, and it’s a smorgasbord of Mazda quirks and ingenuity. I really like it.

Sleek compactness

Right off the bat, the Mazda MX-30 dresses up to impress with its sleek roofline, two-tone colour scheme and macho stature. Even though it’s a crossover, Mazda designers have done away with a traditional boxy shape, and instead sculpted the car out of curvy lines and contours. 

With a clever rear seat design, the tapered roofline does not inhibit headspace in the cabin as well, whilst also providing ample amounts of boot space. 

The MX-30 also brought back a design trait we so dearly missed in the older RX-8, which are freestyle doors. Okay maybe not everyone likes them, but I’m someone who drives around often with no one else in tow, so the lack of rear doors doesn’t detract from the overall experience. However, this can prove to be a challenge for families with kids in tow.

A lush shade of red is decked out for the car too, Soul Red Crystal Metallic, and it complements the MX-30 really well.

The MX-30 feels reminiscent of Mazda’s petrol driven CX-30, albeit with different rear doors and a tighter but sleeker design overall. Refinements, that even your strict mother-in-law will approve of.

Quirks and features

A simple but fairly spacious interior greets you upon entry into the Mazda MX-30. Even though it can feel dated at times, everything in the interior is easy to comprehend, making it easy for new drivers to get in and go. I’m not a fan of overly-complicated cabins, so this is a welcome sight.

Mazda incorporated a blend of eco-centric materials dotted around the cabin, to fit in with the vehicle’s sustainability theme. These materials are alright, but I’m not sure if the synthetic fabric material can hold up against adverse weather and moisture, seeing as it’s found on the doors.

The biggest area of the MX-30 you’ll find dated is its instrument cluster and infotainment console. While other companies are revolutionising with new digital displays and impressive graphics, the MX-30 has to make do with analogue dials and a centre TFT display harking back to the 2010s. 

The infotainment screen is also pretty old and looks like something taken out of older Mazda models which were new in 2010. Plus, the lack of touchscreen functionality makes it slightly more frustrating to navigate through Apple CarPlay and Android Auto, both of which are wired connections. It’s not an easy task to get everything plugged in too, with USB-A ports tucked underneath the gear selector assembly.

If you can mind the dated aspects, the cabin does have some redeeming features too. The gear selector is robust and has a premium feel, as do the HVAC controls which are housed in a separate display, enabling easy access.

The rear seats are fitted with ISOfix points, so it is child-ready. Plus, you do not need to pull the front seats forward each time someone in the back wishes to get out.

Not the latest or greatest interior, but for the discerning individual that has everything set up and ready to rock, the MX-30 is a fuss-free affair.

Composed camaraderie 

Even with its crossover stature, the car is pretty poignant round corners, and it keeps its composure fairly well. However, due to the front-wheel drive layout, there are times when I just couldn’t put the power down when exiting a corner.

Even though this is a true-blue EV, it delivers power in a linear and leisurely amount, unlike other EVs where one enthusiastic press of the pedal will give you whiplash that’ll hurt for the next week. Don’t get me wrong, this isn’t slow by today’s standards, just not the usual brattiness and urgency that comes with an EV.

This might sound like a bad thing, but it can be an ideal platform for first-time EV owners to ease into the EV space, and not be intimidated by EVs with extreme acceleration. 107kW (143bhp) and 271Nm of torque is plenty manageable for most applications, especially since it’s delivered instantly.

Battery consumption is pretty good too, and I managed to garner approximately 16.8kWh/100km with some gentle driving. What isn’t so amazing though, is the size of the battery. A tiny 35.5 kW battery resides in the MX-30, and during my media drive,

I did wish it was bigger for just that little more range. Most of the MX-30’s competitors are touting 50kW batteries, and are able to trump it in terms of outright range.

Playful power bank

Minus the slightly minuscule battery capacity, I actually love the Mazda MX-30. It’s quirky in the right places and has sensibleness in just the right amounts. Sure, its design might feel slightly dated, but all in all, it’s a vehicle that can tout ease of use as one of its strong points. 

Mazda (and by extension older cars) owners will feel right at home in the interior, due to its simple layout. Everything is where you want it to be, and everything works as intended. If you can close your eyes and by touch alone, know where everything is located roughly, then the designers did a good job. 

The MX-30 to me feels like a pet. Sure, it misbehaves occasionally, wrecks your furniture, and isn’t the most sensible when compared to your friends’ pets. But, there’s a special feeling that makes you love your pet, and that feeling overlooks every distinguishable flaw that it has. Owning a pet like this is an experience and an experience that you will never forget.

See what I mean?

Technical Specifications

Mazda MX-30
Battery Capacity: 35.5kW
Drive: Front wheels
Power: 143hp
Torque: 271Nm
Energy Economy: 6.3km/kWh or 15.87kWh/100km (claimed)
Price: S$184,888 with COE (accurate at the time of this article)
Contact: Mazda Singapore

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