Unless you have been living under a rock, you would have noticed that the BYD Atto 3 has taken Singapore by storm. Everywhere you look, there is a good chance you will see one.

Yet, not everyone wants to follow the crowd. Some prefer to stand out, even if their friends and relatives already own one. Perhaps they want something a little different, or maybe they are searching for an EV that feels more “conventional”. This is where the Neta X enters the picture.

At $161,888, the Neta X undercuts the Atto 3 (at the time of writing). More importantly, it is a larger car with a comparable range. On paper, it looks like an appealing alternative. But does it have enough substance to convince buyers?

What’s In A Name?

It is always a bit of a puzzle when carmakers name their models after a single letter. It gets even more confusing when two brands pick the same one. Case in point: Zeekr also has an “X”, but unlike Neta’s offering, it is a premium Cat B model.

That aside, the X currently sits at the top of Neta’s lineup in Singapore. It is a five-seater, Cat A electric crossover, designed to cater to those who want something sleek, spacious, and practical without jumping onto the Atto 3 bandwagon.

And while its design is fresh, it is still familiar enough to feel mainstream. The slim daytime running lights, paired with a curved, shark-like snout, give the front end a modern look. The shoulder lines flow cleanly into the C-pillars, but the rear design is a little more generic.

The single-bar taillight is contemporary, but it is far from unique; in fact, it has been used so often across various brands that it no longer feels like a standout feature.

But looks are just one part of the equation. The real selling point of the X is its size.

Yes, It Is Bigger Than An Atto 3

If there is one thing the Neta X has going for it, it is size. At 4.6 metres in length and with a 2.78 metre wheelbase, the X is 164mm longer than the Atto 3 and boasts an extra 50mm between the wheels.

Every extra millimetre counts, and the Neta X makes full use of its longer wheelbase to create a spacious interior, offering passengers more legroom and comfort than its closest rival.

Space You Can Feel

Size aside, a car still needs to offer an inviting interior to win over buyers. And in this regard, the X makes a strong first impression.

The tan upholstery, paired with brass-coloured air vents, door handles, speakers, and steering wheel spokes, adds a touch of luxury. It does not quite feel like a full-fledged premium car, but it certainly does not scream budget either.

The minimalist layout of the cabin is designed for drivers who prefer an uncluttered space, with most controls integrated into the massive 15.6-inch touchscreen infotainment display. The graphics are sharp, and the system is responsive, but icon organisation could be improved.

One interesting feature is the ability to swap the positions of different sections on the screen. This means the navigation display can be moved closer to the driver, or shifted towards the passenger for easier viewing.

For those who are new to the system, Neta has included a small but useful detail; each menu option has a small “i” icon next to it, which provides a brief explanation of the function. It is a thoughtful touch that makes first-time use much easier.

Voice commands are also available, activated by saying “Hey Neta”. The system is clever enough to detect whether the driver or passenger is speaking, ensuring that when you ask for a window to be lowered, it responds correctly to the right side.

The rear seats are generous in legroom and headroom, comfortably accommodating tall passengers without the need to adjust the headrests.

The boot space is another strong suit of the Neta X. With the seats in place, it offers 508 litres of cargo capacity, which is more than enough for daily errands and weekend getaways.

If more space is needed, folding down the rear seats expands this to 1,388 litres. Additionally, the boot floor can be lowered for extra versatility, allowing bulkier items to fit more easily.

Sufficient, But Not Exciting

As a Cat A EV, the Neta X delivers 100kW (134bhp) and 210Nm of torque. The 0-100km/h sprint is completed in 9.5 seconds, while top speed is capped at 150km/h.

It is not the quickest crossover in its class, but it does edge out the Atto 3, which takes 10.1 seconds to complete the same sprint.

Power comes from a 62kWh lithium-iron phosphate (LFP) battery, which Neta claims provides a 410km range.

However, real-world testing suggests that achieving the claimed efficiency of 16.9 kWh/100km is only possible on long, uninterrupted drives.

Many electric crossovers lack steering feedback, but the Neta X does better than expected. The steering provides actual communication from the front wheels, allowing the driver to feel surface undulations and wheel movement. While refinement could be improved, it is a step above the typical lifeless steering found in some EVs.

The ride quality is generally comfortable, with the dampers doing a good job of smoothing out rough roads. However, the powertrain is not as quiet as some might expect. The whirring noise from the electric motor is noticeable, though this is not necessarily a downside.

For added safety and convenience, the X comes equipped with Level 2 Advanced Driver Assistance Systems (ADAS). Features such as Forward Collision Warning, Lane Keep Assist, Lane Departure Warning, and Adaptive Cruise Control provide an extra layer of security for drivers.

Regenerative Braking Needs Work

One notable flaw in the driving experience is the regenerative braking system. While there are three levels to choose from, the difference between them is barely noticeable. 

The “One-Pedal” mode also does not function as expected. Unlike most EVs with true one-pedal driving, the X does not come to a complete stop when the driver lifts off the accelerator.

A Worthy Alternative To The Atto 3?

Neta is still a newcomer in the EV scene, with its parent company, Hozon Auto, having only been around for a decade. Given that context, the X is a respectable first attempt.

It offers spacious seating, a well-equipped cabin, and decent driving dynamics. The ADAS features are well-implemented, and its longer wheelbase and added power give it an edge over the Atto 3.

However, the infotainment system could be more intuitive, the ride could use more refinement, and the regenerative braking system needs improvement.

If you are looking for something different from what everyone else is driving, the X does make a compelling case for itself.

Technical Specifications

Neta X

Powertrain: Single Electric Motor, Front-Wheel Drive
Power: 100 kW (134 bhp)
Torque: 210 Nm
Gearbox: Single-Speed (A)
0-100km/h: 9.5 seconds (claimed)
Top Speed: 150 km/h
Battery Capacity: 62 kWh
Drive Range: 410 km (claimed)
Energy Consumption: 16.9 kWh/100km (claimed)

Price: S$161,888 with COE (accurate at the time of this article)
Contact: Neta Singapore

Photo Credits: Sean Loo (@auto.driven)

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Being a budget-friendly car in Singapore is no easy feat. With the world’s highest car prices, affordable runabouts are quickly becoming an endangered species. 

The current COE landscape favours luxury brands, where the additional cost of ownership is a smaller percentage of the overall price.

Let’s illustrate an example. The bread-and-butter Toyota Corolla Altis is currently priced at $164,888, with its $96,000 Category A COE making up a staggering 58% of the car’s cost.

With more than half of its price going effectively to taxes, this is the unfortunate reality of Singapore’s car market, where once-popular, everyday commuter cars are disappearing.

But that has not stopped Neta, a new player in the EV space, from introducing the AYA, a compact electric hatchback aimed at cost-conscious drivers.

Whether it finds a place in the hands of new drivers or fleet operators remains to be seen.

A New Player

The name AYA supposedly stands for “Amazing, Young, Active”, an attempt at marketing towards younger, urban drivers looking for a no-frills EV experience. It is Neta’s entry-level model, positioned as a simple and practical electric car for city dwellers.

However, the design of the AYA seems a little at odds. The brand’s X crossover has sleek, cohesive styling. In contrast, the older AYA is unconventional, sporting a hatchback shape with a fastback-style tailgate. Almost reminiscent of the Mitsubishi Colt Plus.

It is an interesting mix of lines and curves, and while it may not be to everyone’s taste, the rear design is perhaps its most resolved angle. The full-width taillight and roof spoiler does give it a distinctive look; something that could work in its favour as a fresh entrant into the market.

Looking different is better than being forgettable, after all.

It’s Compact But Surprisingly Practical

The AYA sits on the smaller side of the spectrum, measuring 4 metres in length, 1.7 metres in width, and 1.54 metres in height. It is larger than a kei car but narrower than a typical family hatchback.

The wheelbase stretches 2.4 metres, providing a respectable amount of interior room.

Step inside, and you are immediately greeted by a 14.6-inch tablet-style infotainment display that dominates the cabin. In a car of this size, the screen almost feels oversized, drawing attention away from everything else.

The dashboard, meanwhile, is trimmed with what appears to be brushed aluminium, which helps break away from the plastics.

Tech-wise, the AYA keeps things simple and intuitive. Apple users, in particular, will appreciate how CarPlay loads instantly when plugged in, providing quick access to navigation and music.

Another standout feature is the small, rounded-square steering wheel, reminiscent of what you would find in the Peugeot e-2008. The good news? It does not obstruct your view of the 12.0-inch digital instrument panel. The bad news? It is completely non-adjustable.

This means that getting comfortable behind the wheel is a gamble. You will have to hope that after adjusting your seat, the wheel sits at the right distance.

It might be a cost-saving measure, or it might be to prevent the instrument cluster from being blocked. Either way, it is an ergonomic flaw that could have been avoided.

How spacious is it?

For a compact hatchback, the AYA makes good use of its space. The flat rear floor helps maximise legroom, but taller folk might find it a tight fit.

Seating three adults in the back is possible, but not ideal, as shoulders will inevitably brush against each other.

Boot space is a respectable 335 litres with the rear seats in place. However, there is no split-folding functionality; it is all or nothing. Fold the back seats, and capacity increases to 588 litres.

Is it good to drive?

Powering the Neta AYA is a 40.7kWh lithium-iron phosphate (LFP) battery, which Neta claims delivers a WLTP range of 338km. Official figures suggest an energy consumption rate of 13.8 kWh/100km, but real-world driving tells a slightly different story.

During testing, the AYA proved to be more efficient than expected. On routes that included more expressway driving, it returned 10.8kWh/100km, an impressive figure. At this level, the AYA should comfortably cover over 300km per charge.

That said, performance is best described as ‘modest’. The motor produces 70kW (94bhp) and 150Nm of torque, meaning the 0-100km/h sprint takes a leisurely 12 seconds. Top speed is capped at approximately 110km/h.

While these figures will not excite enthusiasts, the AYA does offer one key advantage over traditional petrol-powered hatchbacks; it never sounds like it is struggling. 

For new drivers, the AYA is an easy car to get along with. Its compact size makes parallel parking effortless, and tight multi-storey carparks feel far less intimidating. 

Handling is predictable, and while it lacks the sharpness of sportier hatchbacks, it is composed enough for everyday use. The ride quality is ‘fair’, considering the short wheelbase, but wind noise is noticeable at virtually any speed.

Unlike many modern EVs, the AYA does not come with an Advanced Driver Assistance System (ADAS). Safety features are basic, with just two front airbags, ABS, traction control, and electronic stability control. 

Interestingly, it does include Hill Hold Control, Hill Descent Control, and a Tyre Pressure Monitoring System, which are unexpected bonuses in an otherwise minimalistic package.

Everything Goes Back To Pricing

And this is where things get complicated. The AYA starts at $143,888 with COE, putting it in direct competition with better-equipped rivals. 

For instance, the Dongfeng Box offers a longer wheelbase and more interior space at a similar price point. The Aion Y Plus crossover, which is significantly roomier, is only a smidgen more expensive.

At its current pricing, the AYA struggles to justify itself as a private buy. Which means…

Unfortunately, This Will Be For Fleet Operators

The Neta AYA is a compact, no-frills EV that is easy to drive, efficient, and surprisingly practical for its size. But in Singapore’s tough car market, being priced right is a paramount struggle.

For now, fleet operators are more likely to be its main customers, rather than private buyers. A lower price could change that, but until then, the AYA remains a decent EV that is simply too expensive for what it offers.

Technical Specifications

Neta AYA

Powertrain: Single Electric Motor, Front-Wheel Drive
Power: 70 kW (94 bhp)
Torque: 150 Nm
Gearbox: Single-Speed (A)
0-100km/h: 11 seconds (claimed)
Top Speed: 101 km/h
Battery Capacity: 40.7 kWh
Drive Range: 338 km (claimed)
Energy Consumption: 13.8 kWh/100km (claimed)

Price: S$143,888 with COE (accurate at the time of this article)
Contact: Neta Singapore

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on YouTube and on TikTok!

Nowadays, every manufacturer knows you need a compact SUV if you want to succeed in the crowded electric vehicle market, and Zeekr is no different. While other markets enjoy the 001 or 009 models first, Singapore buyers have the X as the first foray into the Zeekr brand.

Built on the same Scalable Experience Architecture (SEA) platform as the Smart #1 and the Volvo EX30, the Zeekr X comes ready to challenge heavyweights like the BYD Atto 3, Hyundai Kona, and Kia Niro EV.

But, can it carve out a niche for itself?

You either like the styling or don’t

Let’s first address the design elephant in the room. Most folks aren’t going to look at the Zeekr X and immediately fall head over heels.

It’s certainly not ugly, but it won’t be swooning people over immediately either. Think quirky, with a sprinkling of European flair.

Developed at Geely’s Global Design Centre in Stockholm, it’s a design that feels both familiar and foreign, with oversized headlights, intricate flanks, and a tapered rear.

There’s more to this car than just looks

Look past the exterior, and you start to understand why the Zeekr X makes sense.

On paper, you’ve got two options. The cheaper of the two is a Standard RWD variant with a single electric motor pumping 268bhp and 343Nm to the rear wheels, delivering a century sprint in 5.6 seconds.

Then there’s the Flagship model, which adds another motor for all-wheel drive, cranking out 422bhp, 543Nm and hitting 100 in just 3.8 seconds.

Sound familiar? That’s because those specs are nearly identical to the Smart #1 Pro+ and Brabus; the Zeekr manages to shave a tenth of a second off those acceleration times.

Punchy, in more ways than one

Even this basic RWD model packs enough punch for urban and highway driving. The Zeekr X is a boon to chuck around, with enough spirit to keep you entertained while driving enthusiastically. 

But here in lies a problem. The suspension is tuned for comfort but ends up feeling underdamped. On smooth roads, it’s fine, but introduce a few mid-corner bumps, and things start to get messy.

Body roll is noticeable, and the weight isn’t managed as well as it should be. The one-pedal braking is great for city driving but becomes less effective above 50km/h, so you’ll rely on the brake pedal, which feels a bit spongy.

As with most EVs, the steering is light and a bit artificial, especially when it weighs up at speed. You won’t be pushing this car hard into corners, but for everyday driving, it’s sufficient. Just don’t expect it to wow you with handling dynamics.

Any annoying bits?

Yes, the ADAS suite. It needs a rework.

The overspeed warning is piercing, and the lane-keeping aids tug at the wheel without much finesse. If this system struggles on Singapore roads, it’s going to have a tough time on the less-than-perfect tarmac found elsewhere.

Although, over-the-air updates may improve this bit in the future, with possible shortcuts in order to turn off any unnecessary safety features you are not particularly fond of.

I’m concerned about range

I hear you. The 66kWh battery is respectable; official WLTP ranges are 440km for the RWD version, which isn’t class-leading, but still serviceable for most weekly commuting needs.

Charging is decent enough too, with a max charge rate of 150kW, allowing for a 10-80% top-up in just 30 minutes. A quick coffee break, and you’re good to go.

The real beauty lies within

The cabin is where the Zeekr X really differentiates itself from its rivals. On one hand, you’ve got quirky touches like the oddly shaped puck that passes for a key, and unconventional window toggle switches that somehow work.

The Yamaha stereo is an absolute treat for the ears, and the interior’s swathes of vegan leather, mixed with a bit of rose-gold switchgear, make it feel quite premium. It’s solid too; panel gaps are tight, putting even some European brands to shame.

That said, space could be better. Rear passengers feel like they’re in a slightly cramped compartment, and the boot is a tad shallow. But overall, it feels well put together.

There’s a notable 8.8-inch instrument cluster paired with a 14.6-inch touchscreen that handles just about everything. And I mean everything. Physical switches? Forget about it.

The interface is crisp and fast, though it could use a bit of user-experience polish. Some of the more essential features, like ADAS, are buried under layers of menus, and you’ll need to jump out of Apple CarPlay or Android Auto to adjust basic functions like climate control.

Zeekr does have a few fun tricks up its sleeve, though. Want to yell at pedestrians to cross? There’s a speaker for that. Feeling whimsical? Blast some animal sounds instead. It’s gimmicky, sure, but at least it’s memorable. I love it; where else can you neigh at a passing stranger?

Then there’s the thoughtful stuff, like an external display on the B-pillar that shows the car’s state of charge; no more awkwardly poking your head through the window to check.

Serious value for money, this

The Zeekr X shows great promise as a whole. The interior’s solid, you have enough features to keep you entertained, and the car is extremely easy to live with.

Yes, some items like the suspension and driver-assistance features need a bit of sorting out, but overall there’s serious potential here.

If you are someone who wishes to have their first foray into the world of EVs, the Zeekr X remains high on my recommendation list.

Technical Specifications

Zeekr X (Standard)

Powertrain: Single Electric Motor, Rear-Wheel Drive
Power: 200 kW (268 bhp)
Torque: 343 Nm
Gearbox: Single-Speed (A)
Acceleration: 5.6 Seconds (0-100km/h)
Battery Capacity: 66 kWh
Drive Range: 440 km (claimed)
Energy Consumption: 5.8 km/kWh (claimed)

Price: S$199,999 with COE (accurate at the time of this article)
Contact: Zeekr Singapore

Photo Credits: Sean Loo (@auto.driven)

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

Smart, for most of us, means the ForTwo, that tiny urban two-seater that was supposed to revolutionise city mobility. It had a quirky charm, and some people thought it represented the future. 

Unfortunately, not enough people thought that way, and it never really became the success story Mercedes hoped for. Yet, for reasons best known to them, they couldn’t let it go, despite losing money on it pretty much the whole time.

A new chapter begins

Then, in June 2020, Smart Europe GmbH was reborn, this time as a 50:50 joint venture between Mercedes-Benz and Chinese giant Geely. This is the same Geely that owns Lotus and Volvo, so you can bet this Smart is going to have some shared DNA embedded in it.

And their plan was to bid farewell to the ForTwo, abandon the original idea of radical city cars, and jump into the booming crossover market just like everyone else.

It sure looks unique

The Smart #1 Brabus is a carefully targeted car from a carefully targeted brand. In many ways, Smart has looked at what BMW did with MINI and gone for a similar vibe.

MINI was once all about clever small cars but shifted to retro coolness. Mercedes has taken a page from that playbook, and they have even gone a step further with this Brabus edition.

Yes, this is an official Brabus product, but it’s not quite what you’d expect. No longer just about performance, Brabus is now positioned as the flagship variant. You’ll recognise it by its aero-spec 19-inch wheels, sporty body kit with an extended spoiler, and signature red accents. It even has fake vents in front of the bonnet.

And loaded with tech

There’s quite a lot going on inside the cabin of the Smart #1, even if at first glance it might look a tad minimalist. Nearly everything is controlled through a central 12.8-inch infotainment screen, which comes standard regardless of trim level.

It’s powered by a Qualcomm Snapdragon 8155 chipset, the kind of hardware usually reserved for gaming systems. Fancy. But the home screen is also a bit overloaded with information, and the graphics can feel a little overwhelming.

On the plus side, the screen is incredibly responsive, and Smart has wisely placed shortcuts to climate controls along the bottom. Apple CarPlay and Android Auto are available if you so wish, and Smart’s over-the-air updates should make it easy to patch in new features down the line.

But here’s where things get tricky. Some essential functions are buried deep within the system’s submenus. For instance, if you want to silence the enthusiastic fake engine noise, you’ll have to embark on a digital treasure hunt.

And adjusting the side mirrors requires a tap on the screen and a few button presses on the steering wheel; similar to Tesla, and more convoluted than necessary.

The Brabus trim treats you to a quality Beats audio system, and the cabin materials are generally pleasant to the touch. It even gets swathes of Alcantara. 

One thing we did appreciate was the high centre console, which hides two cupholders, a large storage bin, and a thoughtfully angled induction charging pad. And in terms of driving position and seat comfort, there’s very little to grumble about.

Is it practical? Sort of.

If you’re planning to ferry passengers around, the Smart #1 Brabus is a surprisingly good choice. There’s generous head and legroom in the rear seats, and getting in is easy thanks to wide door openings. Plus, you can slide your feet comfortably under the front seats, even when they’re set low.

The rear bench is a 60:40 split and can slide forward to increase boot space at the expense of legroom. But, while the boot offers a claimed 411 litres of space, the actual usable area isn’t great.

The floor is high, and the parcel shelf sits low, making it awkward for cargo ingress. And when you slide the seats forward, there’s an awkward gap between them and the raised boot floor.

There’s a tiny 15-litre frunk, but that’s really only useful for stashing the charging cables. Not much else is going to fit in there.

But what annoyed us the most?

Ah, the driver alert system. You can turn it off via the menus, but it has a stubborn habit of defaulting back to “on” each time the car power cycles.

There’s a camera on the steering wheel that monitors your face, and if it thinks you’re not paying attention, it bongs loudly and flashes the message “Distractive. Drive carefully.” Smart says it’s working on fixing the grammar. We say they should also dial back the sensitivity.

Even if you’re at a junction glancing right to check for traffic (as you do), the car decides you’re distracted. You get scolded for simply trying to drive safely. It’s ironic, really. So many of the car’s functions are buried within that centre screen, and yet if you look at it for too long, it yells at you. After a few rounds of this, you’ll be ready to tear your hair out.

All in all, the Smart #1 has a lot to offer but also has a few quirks that might test your patience.

Where’s the fun Brabus bit

Brabus and Smart have history, though it’s mostly been Brabus dressing up the Smart models with sporty touches while staying hands-off under the hood. This time, however, the Brabus version packs 422bhp, which feels a bit over-the-top for a small family crossover.

This translates to a century sprint time of 3.9 seconds. In a crossover. It’s bonkers, yes, but do you need all that speed? Probably not.

Yet, in this case, the extra power does give the car added character.

The Smart #1 Brabus doesn’t just go faster, it feels more composed. Thanks to the AWD system, it has better traction and body control, which translates into more confident handling, especially in the wet.

Sure, it’s not a hardcore sports car, but it’s more stable than its Pro+ rear-drive sibling. And if you do push it, the rear motor will give you a playful little kick before the traction control reins things in. It’s not bad at all, especially considering the 1,900kg kerbweight.

So it drives well then?

Surprisingly well, actually. The suspension is soft, but the damping is well-judged, meaning the #1 hides its weight better than you’d expect. The wheels are pushed out to the corners, keeping the heft within the wheelbase, so it feels stable and predictable in corners.

There’s no steering feel to speak of (welcome to the world of electric cars) but it’s quiet, composed, and generally well-mannered at higher speeds. 

The suspension is tuned on the softer side, and there’s enough tyre sidewall to absorb the bumps, which keeps things relatively cushy on uneven roads. It’s also quiet, with little noise from the tyres or wind, so you can enjoy a peaceful ride.

There’s one annoyance though: the regenerative braking. It’s smooth at higher speeds but becomes grabby and unpredictable at low speeds, making it tricky to drive smoothly in stop-start traffic. The adaptive cruise control doesn’t help either; jerky and not very intelligent. You’re better off just using your right foot.

In terms of drive modes, you’ve got Eco, Comfort, Sport, and Brabus. None of them really transforms the driving experience aside from throttle response, slight steering weight changes, and a more pronounced “faux engine note”.

There’s also a Standard and Strong regenerative braking option, but the difference is minimal. One-pedal driving? Not really. Even with the e-Pedal mode on, the regen isn’t strong enough to bring you to a quick stop, so you’ll still be using the brake pedal more often than not.

What about efficiency?

Smart claims 5.5 km/kWh for the Brabus, which is pretty average for an EV. In real-world conditions, expect around 4.4km/kWh in mixed driving. It’s not the most aerodynamic thing on the road, so efficiency takes a hit.

And I mean, you have the Brabus variant, why not stomp your right foot every now and then?

It’s got character

The Smart #1 Brabus manages to stand out from the crowd with its playful character and addictive power delivery. The funky styling might not be as bonkers as the Smarts of yesteryears, but the new generation is well-made and practical.

If you’re looking for something more whimsical and fun, the Brabus variant is something you should have on your shopping list.

Technical Specifications

Smart #1 electric Brabus

Powertrain: Two Electric Motor, All-Wheel Drive

Power: 315kW (422bhp)
Torque: 543Nm
Gearbox: Single-Speed (A)
0-100km/h: 3.9 seconds (claimed)
Top Speed: Unknown
Battery Capacity: 66 kWh
Drive Range: 400 km
Energy Consumption: 5.5 km/kWh (claimed)

Price: S$245,000 with COE (accurate at the time of this article)
Contact: Smart Singapore

Photo Credits: Sean Loo (@auto.driven)

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

The ID.4 GTX is essentially Volkswagen’s first electric performance car and introduces the company’s new ‘GTX’ badge. Think of it as the electric equivalent of the iconic ‘GTI’. No pressure, then.

But, unfortunately, I’m not sure if it can live up to the fame that previous GTI models celebrated in the past.

It definitely is fast

Built on VW’s dedicated MEB platform, Singapore-bound ID.4 GTX models come with an 82kWh battery.

As with any EV, the response from the accelerator is immediate, delivering smooth and controllable power. It won’t jolt you with the same neck-snapping acceleration as some performance EVs, but I will take smooth over nauseous any day of the week. And there’s more than enough power to slide and dice through traffic.

The extra motor up front boosts power to 335bhp, up from 282bhp in the regular variant, slashing the 0-100 km/h time to 5.4 seconds. Interestingly, both trims share the same 545Nm of torque.

But it isn’t as thrilling 

Despite the performance boost, the GTX doesn’t feel dramatically different from the standard model. There is a 4WD traction mode, handy for escaping slippery situations, but for most drives, you’d probably prefer the extra range of the less powerful versions.

You would think the GTX would offer more customisation options for the different drive modes, but Volkswagen has kept things simple with the ID.4: no variable regen options, just straightforward D and B modes.

Even in B mode, which stands for brake, like its regular single-motor counterpart, regenerative braking isn’t overly aggressive. The brake pedal feels progressive though, offering more regen at the top of its travel.

In Sport, the steering feel is too light, and it does not provide confidence during hard cornering, beckoning you to ease off from the fun pedal.

This is a slight bummer since the ID.4 GTX can actually hold itself decently in a tight corner. It might understeer mildly at lower speeds, but with more power being sent to the rear, it handles quite neutrally. Even the traction control is subtle, ensuring a composed drive without being too intrusive.

It works best as a cruising machine

The ID.4 GTX works best as a highway cruising machine, eating up the miles whilst being stable and quiet with minimal tyre and wind noise.

Take it off the beaten motorway, and onto fun stretches of B-roads, the ride can start to feel a bit bumpy, with undulations in the road feeling more pronounced, as if the springs are tuned for a full load of passengers and cargo. Even the included Sports Pack does little to keep all of that weight in check.

And it is great on range

Built on VW’s dedicated MEB platform, Singapore-bound ID.4 GTX models come with an 82kWh battery. Smooth throttle inputs yield impressive efficiency, with the ID.4 GTX averaging 17.7kWh/100km (5.6km/kWh), remarkable for a dual-motor EV.

You could easily cover at least 450km on a single charge, which is typically enough for a week’s worth of commuting.

It looks decent too

Like the regular ID.4, the Volkswagen ID.4 GTX’s design is reassuringly familiar.

The creaseless design is unfussy, and it looks futuristic yet contemporary enough not to alienate itself from the rest of the carpark.

Wait, there are no infotainment switches?

Sort of. You do get some haptic switches on the steering wheel, but you’ll quickly notice that the ID.4 doesn’t do physical switches. Like, at all. Your entire interaction with this electric crossover revolves around the big screen in the middle.

The screen is a 12.9-inch unit with high-resolution graphics. Four pads act as shortcuts to frequently used menus. In practice, the screen works great, though the possible inclusion of wireless Apple CarPlay or Android Auto might be a nice touch in the future.

Volkswagen claims the ‘Hello ID’ voice assistant compensates for the screen’s quirks, but not everyone is keen on using voice commands.

Which is where some pain points lie. At the base of the screen, you’ll find volume and temperature sliders that can be tricky to operate, especially if you are just providing subtle inputs.

The capacitive touch controls on the steering wheel share a similar story. They’re too easy to accidentally brush against and lack any significant tactic feel when selecting items.

And if you frequently hop out of the car for errands while leaving it “on”, it’s quite infuriating when the car shuts off every time you lift yourself off the seat. There’s no override for this, either.

On the bright side, Volkswagen is listening. Some updates have already improved the system, and the company is keen to return to physical buttons in future models.

The silver lining

The minimalist interior is huge, and thanks to the flat floor, there’s ample room even for three adults in the back. Console storage is generous and modular, with numerous pockets for phones and other items and plenty of USB ports.

The ID.4 GTX also adds some GTX-specific badging and stitching to the car, which is a nice touch. The sports seats also look great, with slight bolstering to keep you hugged in the corners. Audio is enhanced with a Harman Kardon sound system, a significant upgrade from the regular ID.4.

Arguably its biggest advantage is the inclusion of the panoramic sunroof, which lets tons of natural sunlight in and gives the cabin a nice airy atmosphere.

The boot offers 543 litres of space, outdoing most rivals. However, it’s a bit inconvenient that the cable storage is under the boot floor rather than in a dedicated space under the front bonnet. This means you must unload any cargo on top to access the cable.

The ID.4 GTX also comes with Volkswagen’s ‘ID’ light, a strip of LEDs below the windscreen that sweeps left or right as you approach a junction or according to the navigation (though it doesn’t work with Apple CarPlay or Android Auto). This helps alert the driver to changes happening as you drive.

GT Axed?

Sure, it is fast, and yes, it is spacious. You will definitely impress your friends with how quickly you can get away from a set of lights.

But you could do all of that in the regular ID.4; it just seems that this model does not deserve its GTX badging.

I would much rather just call it a dual-motor ID.4 variant and save the GTX nameplate for something more exciting that Volkswagen can create in the future.

It’s a shame, really. The car looks nice, and the cosmetic touches do add to the overall fanfare.

However, considering that the GTX shares 90% of the overall experience with its single-motor sibling, the remaining 10% does not warrant a “must-have” upgrade to it.

Technical Specifications

Volkswagen ID.4 GTX Electric

Powertrain: Dual Electric Motors, All-Wheel Drive
Power: 290kW (389bhp)
Torque: 545Nm
Gearbox: Single Speed (A)
Acceleration: 5.4 Seconds (0-100km/h)
Battery Capacity: 82 kWh
Drive Range: 515 km
Energy Consumption: 4.7 km/kWh (claimed)

Price: S$249,900 with COE (accurate at the time of this article)
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

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

And it’s been spearheading Volkswagen’s leap into cleaner vehicles. That doesn’t just mean zero emissions during ownership; VW says it has made the ID.4 carbon neutral all the way until you’ve driven it off the lot, by using renewable energy during the manufacturing process.

That’s all nice to hear, but is it even worth buying in the first place?

Considering it’s up against models like the Skoda Enyaq, Audi Q4 e-tron, BMW iX1, Hyundai Ioniq 5, and Tesla Model Y, the ID.4 has its work cut out for it. 

So how does it drive?

Built on VW’s dedicated MEB platform, the Volkswagen ID.4 (and by extension ID.5) comes in easy-to-understand variants in Singapore. We only get one trim, and that comes with an 82kWh battery.

If you want more power, a performance version exists, dubbed the ID.4 GTX (GTI equivalent for the electric age).

Like any EV, the ID.4 responds instantly when you press the accelerator, delivering smooth, controllable power. Urban driving is a breeze thanks to the well-calibrated pedal that gets you moving without any jolts.

With 282bhp and surprisingly a healthy 545Nm of torque at your right foot’s disposal, the century sprint is done and dusted in 6.7 seconds. Power is sent to the rear too. Not exactly blistering, but more than adequate for overtaking. You’ll want to drive conservatively, though, to maximise your range.

VW designed the ID.4 for simplicity. No variable regen options; you get straightforward D and B modes on the main drive lever. Even in B mode, which stands for brake, the regenerative braking isn’t overly aggressive. The brake pedal itself is nicely progressive, offering more regen at the top of the travel.

In corners, the ID.4 is steadfast. It might understeer mildly at low speeds, but with power to the rear, it handles neutrally. It provides plenty of traction with little steering feedback except in quicker bends. The traction control is subtle, making for a composed drive on good roads without being a killjoy.

Is it comfortable?

At low speeds, the ride can be a bit bumpy; it feels like the springs are tuned for a full load of passengers and cargo. Even with just the driver, it doesn’t fully settle at higher speeds.

But, on the highway, it’s a different story. The ID.4 cruises nicely, stable and quiet with minimal tyre and wind noise.

How about range?

Smooth throttle inputs do pay off quite well, with the ID.4 averaging 16.4kWh/100km (6.09km/kWh).

Some quick maths shows that using the entire 82kWh capacity (which isn’t always realistic), you could travel about 492km on a single charge, which is enough for a typical week’s worth of commuting.

This does look familiar

There’s something warm and familiar about how the Volkswagen ID.4 looks, resembling VW models from ages past. It’s about the size of a Volkswagen Tiguan but with a creaseless, smooth design that’s unfussy.

Apple-inspired

Here’s the first thing you’ll notice when stepping in – the ID.4 doesn’t do physical switches. Like, at all. Your entire interaction with the car revolves around the big screen and capacitive inputs on the steering wheel. At the base of the screen, you’ll find volume and temperature sliders that are temperamental. The gear selector is fine in practice, but the stalk lacks any illumination.

The capacitive touch controls share a similar story. They’re too easy to brush against accidentally, so you can turn a corner, whilst turning up the volume of the radio at the same time. And if you’re someone who frequently hops out of the car for errands whilst leaving it “on”, it’s quite infuriating when the car shuts off every time you lift yourself off the seat. There’s no override for this either.

Despite some gripes, the screen itself is a 12.9-inch unit with high-resolution graphics. A group of four pads act as shortcuts to frequently used menus. While Volkswagen claims the ‘Hello ID’ voice assistant compensates for the screen’s quirks, not everyone is keen on using voice commands.

On the bright side, Volkswagen is listening. Some updates rolled out have improved the system, and the company is claiming to return to physical buttons in future models.

At least there’s space

The minimalist interior is complemented by tasteful cloth, leather, plastics, and ambient lighting. There’s ample room, even for three adults in the back, thanks to the flat floor. Console storage is generous, with numerous pockets for phones and other items, plus plenty of USB ports.

The boot offers 543 litres of space, outdoing most rivals. However, it’s a bit inconvenient that the cable storage is under the boot floor rather than in a dedicated space under the front bonnet, meaning you need to unload the boot to access the cable.

Any other cool features?

The ID.4 comes with Volkswagen’s ‘ID’ light, a strip of LEDs below the windscreen that sweeps left or right as you approach a junction, or according to the satnav (though it doesn’t work with Apple CarPlay or Android Auto).

Each software update introduces new functionalities, such as pulsing when you approach a junction. It’s a nifty feature.

Transport-oriented, this is.

Crossovers are modern-age family transit pods, and judged by that metric, the ID.4 does hit the mark. The driver might complain about its start/stop idiosyncrasies and haptic controls, but other occupants will be alright with the rest of the package.

It might not be as stylish as its rivals, but it boasts a roomy cabin, clever storage spaces, good electric range for the price, and a smooth driving experience.

Technical Specifications

Volkswagen ID.4 Electric

Powertrain: Single Electric Motor, Rear-Wheel Drive
Power: 210kW (282bhp)
Torque: 545Nm
Gearbox: Single Speed (A)
Acceleration: 6.7 Seconds (0-100km/h)
Battery Capacity: 82 kWh
Drive Range: 550 km
Energy Consumption: 4.7 km/kWh (claimed)

Price: S$229,900 with COE (accurate at the time of this article)
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

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