With its approachable price point (as far as COE prices are concerned), surprisingly impressive range for its battery capacity, and other modern features, this five-door hatchback does reshape perceptions of entry-level EVs in our local automotive landscape.

It’s got a future-focused foundation

Built upon Dongfeng’s Quantum Architecture Platform 3, the Box is designed with compact dimensions.

At 4.03-metres in length, 1.81-metre in width, and 1.57-metre in height, it is well-proportioned for urban environments. A 2.66-metre wheelbase still provides ample legroom for passengers, proving that small stature does not equate to a cramped interior.

More importantly, its compact nature makes it ideal for Singapore’s dense traffic and tight parking spaces.

And it’s affordable too

One of the most significant advantages of the Dongfeng Box is its affordability. Priced at $138,888 inclusive of COE (at the time of this article), it undercuts many of its competitors in Singapore’s EV market.

While EVs have traditionally been positioned as premium alternatives, the Box does aid in democratising electric mobility, making it accessible to a broader audience.

At this price point, one might expect compromises in build quality or technology, yet Dongfeng has ensured that the Box does not feel like a budget offering.

With a striking design, inside and out

The Dongfeng Box invokes cuteness with a contemporary and eye-catching design. Its sealed grille, angular LED headlamps, and floating roofline contribute to a sleek and futuristic aesthetic, while flush door handles and sculpted bodywork enhance its aerodynamic efficiency.

Dongfeng offers the Box in five distinct colour combinations, including vibrant shades like Aurora Purple and Icy Blue (pictured here).

Step inside, and the Box continues to impress. The interior is available in three refined themes; Grey and Black, White and Black, and Purple and White, each paired with quilted upholstery and soft-touch materials that elevate the sense of comfort.

It’s worth noting, that the Purple option is reserved solely as a pairing for the Aurora Purple shade.

It is clear that Dongfeng has placed emphasis on quality, ensuring that the cabin feels well-appointed rather than austere.

A 5-inch LCD digital instrument cluster provides key driving information, while the centrepiece of the dashboard is a 12.8-inch floating infotainment display.

This system supports intelligent voice commands and offers over-the-air software updates plus wireless smartphone connectivity.

The inclusion of wireless phone charging and 32-colour ambient lighting further reinforces the Box’s premium aspirations.

The car motivates you too, with customisable slogans you can “frame” up on your digital display.

Despite its compact size, the Box offers a relatively spacious interior. Rear passengers benefit from ample legroom, and the flat floor design enhances comfort.

Cargo space is also respectable, with a 326-litre boot that can accommodate goods.

It’s not lightning-quick, but it is efficient

If you’re someone who wants an absurd amount of instant torque from your EV, look away.

For the rest of the sensible folk, the Dongfeng Box is powered by a front-mounted permanent magnet synchronous motor delivering 70kW (94hp) and 160Nm of torque.

While these figures may not suggest exhilarating performance, the Box is designed for efficiency and ease of use rather than outright speed.

And thanks to it being an EV, the result is a smooth and responsive drive, ideal for city commutes. Even if you wanted to perform some overtakes, the car’s compact dimensions give it added nimbleness.

Body roll is manageable in corners, with the car mostly limited by its factory tyre compound. Although, the rear torsion beam suspension does send jolts should you go over any speed bump with too much enthusiasm.

Like its power output, the 42.3kWh battery doesn’t immediately scream range, but I was delighted to find that the Box is actually pretty efficient. My test drive garnered an impressive 10.5kWh/100km or 9.52km/kWh.

With a normal commute cycle, you can easily achieve 380-400km with it, allowing for extended urban use with fewer charging stops. Even if you do need to juice up, the car supports both DC and AC charging, replenishing its battery from 30% to 80% in just 30 minutes using an adequately high-speed charger.

You’ll feel assured knowing it is safe

One of the commendable aspects of the Dongfeng Box is its safety suite. Unlike some budget EVs that skimp on driver assistance features, the Box is equipped with Level 2 autonomous driving capabilities.

This includes blind-spot monitoring, forward collision warning, autonomous emergency braking, lane departure warning, intelligent adaptive cruise control, and autonomous parking assist.

Although the safety features can be overzealous at times due to our narrower roads, they aren’t as invasive or can be switched off although should you wish.

A small car with a big heart.

The Dongfeng Box is refreshing, offering a blend of affordability, modern features, and practicality. For urbanites looking to transition into the world of electric mobility, this compact hatchback makes a persuasive argument.

After all, going electric doesn’t have to be complicated.

Technical Specifications

Dongfeng Box

Powertrain: Single Electric Motor, Front-Wheel Drive
Power: 70 kW (94 bhp)
Torque: 160 Nm
Gearbox: Single-Speed (A)
0-100km/h: 6.7 seconds (claimed)
Top Speed: 140 km/h
Battery Capacity: 42.3 kWh
Drive Range: 430 km (claimed)
Energy Consumption: 10.5kWh/100km (tested)

Price: S$138,888 with COE (accurate at the time of this article)
Contact: Dongfeng Singapore

Photo Credits: Sean Loo (@auto.driven)

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

Audi was a little late to the EV party, but it has now made up some ground with the launch of the Q4 e-tron. 

We did see the original e-tron and Q8 e-tron grace our shores, but those models did not particularly sell well. That is why, with the Q4, Audi is going in guns blazing. The third time’s the charm, right?

The Q4 e-tron shares its underpinnings with the VW ID.4 (and Skoda Enyaq), built on the same MEB electric platform that Volkswagen Group has spread across its brands like butter on toast.

It’s essentially the posh cousin to the ID.4 and Enyaq, but there are major differences between the three, and Audi has crafted the Q4 in a way that distinguishes it from the pack.

What’s It Like to Drive?

Singapore only receives one powertrain option – the 45 variant. 282bhp and 545Nm of torque are fed to a rear-driven motor, promising a century sprint time of 6.7 seconds. 

Audi’s always had a bit of an identity crisis when it comes to performance. Sometimes they’re razor-sharp racers, sometimes they’re silky-smooth cruisers.

Luckily, with the Q4 e-tron, they’ve found a sweet spot. Electric powertrains have a way of smoothing things out while still offering that punch of instant torque. So, you can expect a smooth, refined ride here; well-damped, for the most part, though occasionally it does get a little jittery over small ridges or bumps.

It’s not all about comfort either. The Q4 e-tron has a bit of a hustle in its DNA. With the battery’s weight keeping things grounded low, it stays impressively flat and sticks to the road, especially when you’re carving through corners.

The steering is nicely weighted. If you’re in one of the sportier driving modes, it’s sharp and accurate, and as you dial it back towards Comfort, the steering lightens up.

What About the Regen Braking?

This is one of the star traits of the Q4 e-tron. Unlike the ID.4, Audi has made the regen controllable through paddles behind the steering wheel.

It becomes second nature quickly; you’ll be modulating your speed with a few flicks rather than tapping the brake all the time. Why the VW doesn’t have this, we don’t know, but it’s a gem on the Q4.

How Quiet Is It?

Silence is golden, they say, and in the Q4 e-tron, you’ll get plenty of it. On the move, the cabin feels cocooned. So hushed that even the wipers barely make a sound when it rains. Audi’s done an impressive job of muting outside noise, but when everything else is so quiet, the odd squeak or creak from the cabin becomes all the more noticeable.

I’m Concerned About Charging

Fear not. The Q4 e-tron supports quick charging up to 125kW, which isn’t the fastest out there, but it’ll juice the car from 5% to 80% in about half an hour. Grab a coffee, stretch your legs, and you’ll be back on the road.

The 82kWh battery is a tank too; a week’s worth of travel can easily be done in the Q4 e-tron. Credit’s where it’s due, the VAG group sure know how to make an efficient battery. During my test, I managed to average 16.4kWh/100km, which is impressive considering there was no effort rendered by me in trying to keep things economical.

It Looks Rather Nice

From the outside, the Q4 looks handsome enough. Audi’s done a decent job with the proportions. But if you squint, you might struggle to immediately spot it as an Audi.

That’s the challenge when platform sharing becomes the norm; unique design can sometimes take a back seat. Still, it’s the interior where the Q4 shines. Step inside, and you’ll find a well-crafted, angular space that feels every bit the premium Audi experience.

Even if you opt for the “base-spec” Advanced variant like this, you’re not missing out on much.

Tell Me More

Can’t get away from screens these days, and Audi’s got you covered here with a 10.1-inch touchscreen front and centre, plus a 10.25-inch virtual instrument panel behind the steering wheel.

The OS is slightly more dated than what you might find in other German rivals, but it’s still reliable for day-to-day tasks.

Polished finishes are everywhere. It’s all very nice, but they will have you reaching for a microfibre cloth to wipe off fingerprints. Keep one handy in the door bin.

Physical buttons, while few, have that satisfying click Audi lovers will appreciate, and everything from the pedals to the steering wheel feels solid and well-tuned.

It Looks Quite Minimalist, Doesn’t It?

Indeed, the Q4 e-tron’s interior is pared down, clean, and sleek. The gear selector is a small nugget you nudge, and the infotainment gets an iPod-style controller.

There’s decent storage scattered throughout, though you’ll mostly be working with a glovebox and a generous central bin under the armrest. Honorary mention goes to the phone holders, they feel like gun holsters. 

The Q4 e-tron is quite large, and that space translates into comfortable room for five in the cabin. Rear passengers receive high headroom and decent legroom, alongside rear air-conditioning vents and charging ports.

As for the 535-litre boot (ironically, the SUV is smaller at 520 litres), the floor is set relatively high, but there’s a hidden compartment underneath for stashing odds and ends.

Despite a small amount of space being taken out due to the tapered roofline, it’s still quite spacious compared to its electric rivals like the Volvo XC40 Recharge or the Mercedes EQA.

Great Step Forwards

The Audi Q4 e-tron is a solid, practical family SUV that just happens to run on electricity. It doesn’t try to shove futuristic tech or outlandish designs down your throat. Instead, it feels more like a smooth, understated transition into the world of EVs.

If you’ve been waiting for others to test the waters with EVs and are now thinking of making the switch yourself, this is a great place to start.

Technical Specifications

Audi Q4 Sportback e-tron 

Engine: Single Electric Motor
Drivetrain: Rear-Wheel Drive
Power: 210 kW (282 bhp)
Torque: 545 Nm
Gearbox: Two-stage planetary gearbox with single gear (A)
0-100km/h: 6.7 seconds (claimed)
Top Speed: 180 km/h
Battery Capacity: 82 kWh
Drive Range: 482 km (claimed)
Energy Consumption: 5.46 km/kWh (claimed)

Price: S$270,999 (Advanced), S$290,999 (Edition 1), both with COE (accurate at the time of this article)
Contact: Audi 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.5 is essentially the same as the ID.4 under the skin, but with a more elegant, sloping coupe-like roofline. You’ll find similar stylistic upgrades in the Audi Q4 e-tron Sportback and the Skoda Enyaq Coupe.

People do like this bodystyle, and it shows in sales numbers. Everyone wants their car to have some curb appeal after all.

But, considering it’s up against models like the BMW iX1, Hyundai Ioniq 5, and Tesla Model Y, the ID.5 has its work cut out for it in the ever-competitive EV segment.

So how does it drive?

The Volkswagen ID.5 is relatively smooth for the most part, with quick but gentle acceleration that gives you more than enough grunt to overtake other motorists. 

282bhp and 545Nm of torque are at your disposal, keeping the century sprint time to 6.7 seconds. The best part is the car provides power with a calm, collected surge of energy.; no jerks or sudden lurches that may catch you or your passengers off guard.

If you’re craving that kind of power, the ID.5 GTX is on offer as well. Same interior, and roughly the same looks, but with more bite for your right foot.

When it comes to handling, the ID.5 holds its own. Sure, there’s a bit of understeer at low speeds, but with power going to the rear wheels, the car remains neutral and steady through corners. Steering feedback is minimal (as with most EVs) but the traction control does its job subtly, keeping the drive composed without being a killjoy.

At low speeds, the ride can be a bit on the stiff side; it feels like the suspension was tuned with a full load in mind. But once you get up to speed, the ID.5 really comes into its own.

It glides along smoothly, with barely any wind or tyre noise disturbing the peace.

Any bad points?

Whilst acceleration and handling is great, the brake feel does feel a little lacklustre, especially when combined with the car’s mild energy regeneration.

Even in ‘B’ mode, the regen isn’t strong enough to provide some variant of one-pedal driving.

Is the Volkswagen ID.5 efficient?

The ID.5 is impressively efficient, sipping power at an average of 17.0kWh/100km during my drive, which translates to a real-world range of over 420km on a single charge.

Built on Volkswagen’s new MEB platform, all ID.4 and ID.5 models come with an 82kWh battery in Singapore. In layman’s terms, that’s more than enough for a week of daily commuting without needing to hunt for a charger.

But how does this differ from the ID.4?

The ID.4 and ID.5 virtually drive the same way, but from a design perspective, the ID.5 goes for a sleeker, coupe-like look as opposed to the traditional SUV proportions of the ID.4.

Personally, I do like the more aggressive stance with the tapered roof; gives the car a bit more character.

And here’s a fun fact: while the ID.4 already boasts a respectable 543-litre boot, the ID.5 one-ups it with 549 litres, thanks to the rear bench being pushed slightly forward. This change hopefully prevents taller passengers from bumping their heads on the roof.

About the inside…

Stepping inside the Volkswagen ID.5 is like entering an Apple store – clean, minimalist, and a distinct lack of physical buttons. Everything’s controlled via a large screen and capacitive touch inputs.

The 12.8-inch infotainment system works well, but the touch-sensitive sliders and haptic buttons on the steering wheel can be finicky in operation. 

And while you do get a start/stop button, if you’re the kind who likes to leave the car running while running errands, the ID.5 shuts off every time you lift yourself off the seat. No override for this annoyance either.

The minimalist interior is tastefully done, with a mix of cloth, leather, and ambient lighting that gives it a premium feel. There’s plenty of room for everyone, even for three adults in the back, thanks to the flat floor.

Storage cubbies are well sorted, and you’ll find pockets for your phone, your keys, and whatever else you need to stash away, along with plenty of USB ports to keep everyone’s devices charged.

Sleek and stylish

The ID.5 is a well-rounded package, but it’s not without its quirks. It ticks a lot of boxes – spacious, clever storage solutions, decent electric range, plus a smooth, comfortable drive. It’s what most families look for in an EV, and you definitely do not need the extra power from the GTX.

Maybe it isn’t as eye-catching as some of its rivals, but when it comes to the overall package, the ID.5 stands tall.

Technical Specifications

Volkswagen ID.5 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!

The new year comes new rules, specifically in the Vehicular Emissions Scheme (VES) department. And, as you might have guessed, this means a shift in car prices.

The highlight of this new change is the trim in rebate for cars in the A2 band – a drop from S$15,000 to a more modest S$5,000. 

Revised VES Rebates (2024)

What is the Enhanced Vehicular Emissions Scheme (VES)?

For those eyeing a new EV, don’t have the assumption that they’re all under the A1 Band.

The current VES system has been enhanced with increased rebates and higher surcharges. It is now based on a vehicle’s carbon dioxide (CO2) emission, plus emissions of 4 pollutants:

• Hydrocarbons (HC)
• Carbon monoxide (CO)
• Nitrogen oxides (NOx)
• Particulate matter (PM)

The pollutant with the highest emission value (i.e. the worst-performing pollutant) determines your vehicle’s band and its corresponding VES rebate or surcharge.

Unfortunately, if your car happens to use a port-fuel injection engine, and it does not have a PM value, it will be automatically assigned the maximum VES surcharge band (Band C2). This is regardless of the car’s emissions of the other 4 pollutants.

Those wanting to register an EV or PHEV vehicle, an emission factor of 0.4g CO2/Wh will be applied to its electricity energy consumption to rate its CO2 emission.

A Handy Chart To Explain What’s Above

What does this mean for prospective buyers? Well, with a S$10,000 cut in the rebate, it’s only logical that car prices will climb in response. If you’re planning to buy a new car, it might be time to revisit your budget.

Another update, albeit less talked about but equally significant, is the shift to the Worldwide Harmonised Light Vehicles Test Procedure (WLTP) as the sole adjudicator for measuring passenger car emissions in Singapore.

Starting 1 January 2024, this new test cycle is a bit more stringent than its predecessors, the New European Driving Cycle (NEDC) and Japanese Driving Cycle (JC08), offering a more realistic measure of on-road emissions.

With the WLTP comes a reshuffling of cars into new VES bands, impacting the rebates or surcharges they’ll attract.

Take, for instance, popular models like the Mazda 3, and even entry-level premium models like the BMW 216i. These cars are moving from the rebate-friendly A2 band to the neutral band B, meaning no more rebates or surcharges.

On the flip side, some ICE models are shifting from the neutral band B to the not-so-friendly C1 band, which comes with a hefty S$15,000 surcharge. This includes cars like the BMW 318i and the Suzuki Jimny, among others.

One of the more notable impacts of these new VES standards is on Mitsubishi. Its official distributor in Singapore, Cycle & Carriage (C&C), has hit the brakes on selling new Mitsubishi models for 2024. The reason? The VES changes and emissions testing standards have pushed these models out of competitive pricing. 

Car buyers in Singapore are in for an interesting ride in 2024.

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

Polestar Singapore has just given us a sneak peek into the future, and it’s coming in the form of the Polestar 3 SUV.

Now, this isn’t just any run-of-the-mill SUV; it’s Polestar’s very first foray into the realm of high-performance luxury SUVs. I had my first glimpse of this back at the Goodwood Festival Of Speed, and here’s the exciting part – you can now feast your eyes on the show car right at the Polestar Space in Singapore, nestled comfortably at 45 Leng Kee Road.

First things first, let’s talk dimensions. The Polestar 3 is no shrinking violet; it measures a robust 4,900mm in length and sprawls out to 2,120mm in width, which puts it squarely in the same league as the BMW X5 and the Porsche Cayenne.

But here’s where things get interesting – it stands at a mere 1,627mm in height, and that sharply raked roofline adds a touch of aggression to its stance. If you opt for the Performance Pack model, you’ll be rolling on those imposing 22-inch rims that only amplify its presence.

Polestar has left no stone unturned in ensuring that this SUV slices through the air like a stealthy ninja. With a drag coefficient of just Cd 0.29, the Polestar 3 is as slippery as it gets. You can thank the clever aerodynamic elements on the front fascia, the flush door handles, the tailgate spoiler, and the rear bumper mouldings for that impressive figure.

Inside, it’s the epitome of Scandi-cool minimalism, a trademark of the brand. Say goodbye to clutter; this interior is all about clean lines and serene surfaces. Up top on the steering column sits a 9-inch digital cluster, while the centrepiece of the dash is a striking 14.5-inch portrait-oriented infotainment screen, powered by none other than Google Android and NVIDIA processors.

There’s no gear selector on the centre console. Polestar decided to mount it on the steering column. And much like the Polestar 2, there’s no need for a start button either. The cabin exudes a sense of zen-like calm, with minimal physical buttons – even the wing mirror controls are conspicuously absent.

But it’s not just about aesthetics; it’s about sustainability too. The Polestar 3 pampers you with sustainably sourced Nappa leather or 100% traced wool and recycled fabrics. And if you’re an audiophile, you’re in for a treat because you can opt for a 25-speaker Bowers & Wilkins 1,610W sound system. Trust me; your ears will thank you.

When the Polestar 3 finally hits the streets, it’ll be available with a Long Range Dual Motor powertrain in two different flavours. Both will come with a 111kWh battery pack (with 107kWh of usable energy), capable of sipping power at rates of up to 250kW under DC charging or 11kW under AC charging.

The standard LRDM model packs a punch with 489bhp and 840Nm of torque. It’ll rock the century sprint in just 5 seconds and max out at 210km/h. Throw in the Performance Pack, and this beast churns out 517bhp (that’s 380kW, folks) and a colossal 910Nm of torque. 0-100km/h? Just 4.7 seconds. And yes, the top speed remains an exhilarating 210km/h.

But there’s more to the Performance Pack than just raw power; it’s got the hardware to match. Think of a meticulously retuned chassis by Polestar Engineering, those striking 22-inch forged rims, grippy Pirelli P-Zero tires, and those golden accents sprinkled tastefully throughout the vehicle. It’s a performance EV enthusiast’s dream come true.

Now, here’s the scoop on the production timeline. Since its global debut in 2022, the Polestar 3 has faced its fair share of challenges, mostly stemming from software development and testing hurdles. But fret not; production is finally on the horizon, slated for Q1 to Q2 in 2024.

So, for all you Singaporeans out there eagerly awaiting this automotive masterpiece, mark your calendars for H2 in 2024. The estimated starting price? S$350,000, and that’s before you factor in COE.

Photo Credits: Sean Loo (@auto.driven)

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

(Article updated 25 October 2023)

Hyundai’s Ioniq 5 is one of the defining cars of the past few years – a vehicle with a polarising bold design and tech to boot, marking the Korean automaker’s emergence as a real dominant superpower, particularly in the electric vehicle segment. Now the company is aiming to build on that success with the Ioniq 6, a swoopy new saloon that’s hot off the press in Singapore.

The nomenclature might lead you to expect the 6 to be positioned a notch above the 5, but that isn’t quite the case. There is a premium, but it’s a modest one, and both cars fit different roles on the EV spectrum.

But, just how good of an EV is the Ioniq 6?

A Bold Entrance

Hyundai’s banking on the Ioniq 6’s eye-catching looks to make it stand out, and let me tell you, it’s a grand entrance indeed. Kudos to the design squad; they’ve taken a bold step here. They could’ve just scaled down the Giugiaro-inspired Ioniq 5, and folks would’ve nodded in approval. 

But, Hyundai decided to take the high road, fashioning the Ioniq 6 with sleek curves inspired by vintage “streamliners” like the Art Deco Stout Scarab from the 1930s. A modern remaster of the throwback-to-the-80s era of design.

It’s not all looks either; this beauty boasts a drag coefficient of 0.22, designed to milk the most out of every mile. The front bumper flaunts active air flaps that play peekaboo with the wind, minimizing resistance and maximising cooling.

And that rear spoiler array really gives off Saab 900 charisma, don’t you think?

Now, this ride’s aesthetics might trigger a love-it-or-hate-it reaction. But hey, opinions are like rims – everyone’s got their favourite set. Me? I’m in the former camp, loving every curve and edge. The Ioniq 6 doesn’t just look avant-garde; it lives it.

Business-Class Cabin

Step inside, and the Ioniq 6’s interior design is a modern affair. The cabin colour palette offers a monochrome choice of grey or black; go for the lighter shade, and you’ll be soaking in an aura of spaciousness. It’s like stepping into a lounge – comfortable seats (except for those quirky headrests) and a setup that oozes simplicity.

The dual infotainment screens sit amidst some intentional blank space, making the experience smooth and user-friendly. The drive select stalk might be playing hide-and-seek behind the wheel, but the rest is right where you’d expect them.

Climate controls have their own dedicated array; a huge relief for driving – no more finger gymnastics with menus like in the BMW i4. The infotainment system’s graphics are clean, menus are intuitive, and the driver’s display delivers all the info you need.

Wireless Apple CarPlay and Android Auto? Check. Wireless charging pad and USB port? Check. Nifty centre console with ample storage for your various bits and bobs? All good chief.

The glovebox? Well, it’s a drawer now – old-school charm with a dash of modern. But hold on, the door bins aren’t quite what you’d hope for. Yes, they’re transparent, but they’re slim, like fitting a water bottle in skinny jeans. But don’t stress; the extra storage space in the middle compensates.

Now, let’s venture to the back. With no transmission hump, there’s a shocking amount of foot and knee room. Heck, you could sit on the floor if you’ve tried.

However, the sweeping roofline might play spoilsport for taller folks, but Hyundai’s played with the seat height to keep headroom issues at bay.

The only slight discrepancy is the boot. At 401 litres, it trails behind the Polestar 2, the Tesla Model 3, and the BMW i4. The opening aperture? Well, it’s not winning any awards either. But, you can fold the rear seats (60/40 split) for extra cargo room. The Ioniq 6 does boast a bonnet stash. Not the deepest, but still handy for charging cables.

Otherwise, it’s a pretty well-sorted package. The Ioniq 6 does well by not going too overboard, and it retains its practicality amid the incorporation of new-fangled tech.

Power-Packed Journeys

Unlike its 5 sibling, the Ioniq 6 keeps it simple with a 77.4kWh battery paired with dual motors, yielding all-wheel drive and a nifty 325hp with 605Nm of torque.

On the handling front, it’s not just a casual shift; it’s a leap. The 6 shares the E-GMP platform with the 5 but stretches over 20cm longer. Longer, with extended overhangs, yet it’s a whole 11cm shorter in height. And that translates to a lower centre of gravity, which provides tighter body control, and a sharper steering response. Cornering? It’s like writing your name with a flourish, confident strokes all the way.

Around town, the Ioniq 6 is a smooth operator. Light steering coupled with the electric motors’ prompt power delivery means it’s punchy at junctions, and nimble in tight spots. 

Of course, these good traits have to have trade-offs, and ride comfort is where the Ioniq 5 takes the cake. The 6 isn’t uncomfortable by any means, but it’s got a tad more firmness to its ride. Yet, it’s a fair deal; the 5 might be soft, but it can be floaty. The 6? It’s got a more confident grip on the road, but it doesn’t shy away from the occasional road bump dance.

Now, when you hit the highway, things change a bit. Cabin quietness is compromised a little by tire chatter on rough roads and a dash of wind hum around those wing mirrors. But hey, on those long stretches up North, the Ioniq 6 is your dependable pal. It’s comfortable, fairly hushed, and delivers you to your destination in relatively silent efficiency.

That streamlined facade means it can stretch its legs up to 519km, as claimed on paper. Like all EVs, it falls short of its target figures. But, it comes darn well close. My media stint totalled 400km, and there was still 20% left in its battery, so fair play to Hyundai. It’s not all gloom too; this ride’s no stranger to fast-charging stations. It can guzzle up to 232kW from a DC charger, taking that battery from 10% to 80% in a neat 20 minutes.

(update: 25 October 2023)

Our resident Saab-for-life enthusiast Vivek was chomping at the bits to get his grubby mitts on the steering wheel of the IONIQ 6. When he FINALLY stopped waxing lyrical about “the Korean Saab”, he went away to do his usual economy testing thingamajig.

With an overall average energy economy of 14.6kWh/100km or 6.9km/kWh across 486.7km, he bested Hyundai’s claimed 16.9kWh/100km or 5.9km/kWh WLTP average by quite a margin.

Driving smoothly is key, despite the IONIQ 6’s tempting 321hp and 605Nm which can be addicting when unleashed. Naturally, your mileage may vary based on use-case and driving conditions, but it just goes to show that good economy is there for the taking if one so chooses.

(/update)

In essence, this is a huge step up from the Ioniq 5 dynamic-wise, and the Ioniq 6 holds itself to a pretty high standard.

Big Improvements All Around

The Hyundai Ioniq 6 might have a few quirks up its sleeve, but it definitely has the moves to charm prospective EV buyers in Singapore. It’s like the Ioniq 5’s cooler, more refined sibling. The exterior facade might not be everyone’s cup of tea, but it’s the dance within that matters. It’s got the strengths of the 5, sprinkled with an extra dose of charisma.

It’s on track to be the 2023 EV star, and boy, it’s not shy about it. That’s why I feel it’s great.

Technical Specifications

Hyundai Ioniq 6 Electric 

Engine: Two Permanent Magnet Synchronous Motors
Power: 239kW (321bhp)
Torque: 605Nm
Gearbox: Single-Speed (A)
0-100km/h: 5.1 seconds (claimed)
Top Speed: 185km/h
Battery Capacity: 77.4 kWh
Drive Range: 519 km (claimed)
Energy Consumption: 5.9 km/kWh (claimed)

Price: S$272,888 with COE (accurate at the time of this article)
Contact: Hyundai Singapore

Photo Credits: Sean Loo (@auto.driven)

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

The BYD Dolphin recently made a splash at Waterway Point, debuting as the brand’s newest EV.

The Dolphin is positioned as the perfect entry-level electric vehicle for young couples and families. With its sleek design and practicality, the Dolphin aims to capture the hearts of those seeking an electric ride to complement their lifestyle.

Under the hood, the Dolphin packs 70kW (94hp) and 180Nm of torque, all powered by its 44.9kWh battery. This places it comfortably in COE Category A, making it an attractive choice for many.

And the price? A reasonable S$156,888, inclusive of COE. 

Performance-wise, the Dolphin delivers what you would expect from a vehicle in its class. It does the century sprint in 12.3 seconds, which may not break any records, but it certainly gets the job done.

With a WLTP range of 340km, you can confidently navigate your daily commutes without worrying about running out of juice. In fact, this range should comfortably last most households for up to a week between charges. Now, that’s what I call convenience!

It’s worth mentioning that BYD has established itself as the top-selling electric vehicle brand in Singapore for the first half of 2023. With over 300 EV units already sold, it’s clear that Singaporeans are embracing the electric revolution with open arms and charging ports.

Overall, the BYD Dolphin presents an enticing option for those looking to enter the world of electric mobility. Its affordable price, practical range, and sleek design make it a strong contender in the compact electric vehicle segment.

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

It seems like you cannot go a week now without news about a new electric vehicle (EV) that is going to hit the market soon in the near future. The market is flooded with all sorts of new-fangled EVs, so how would an automaker stand out amongst the crowd?

Well, you dial it up to eleven of course.

Here we have something that hails from the land of Kimchi and intoxicating K-pop music, and it’s called the EV6. This is Kia’s newest electric kid on the block, and it brings a lot to the table where luxury automakers dominate.

It’s a large electric hatchback SUV with polarising styling, jam-packed with tons of useful gizmos and an excellent attitude.

6-xy proportions

If you want to make a statement, the Kia EV6 is a good way to impress. A muscular stance, wide haunches and tapered roof ensure you have sufficient presence wherever you go. Passing by other road users will bestow them with a curved light bar that dominates the rear end of the car.

What you see here is the high-end dual-motor GT Line, and there are subtle differences between it and the Standard variant. Both models have different front-end designs, and the GT Line has a more chiselled front end, which gives it a bit more muscularity.

Gone are the days with “NPC” looking Kia cars. The Korean brand has really impressed over the years, and its new lineup has cars that are refreshing and exciting to look at.

Luxury begins with a K

The interior of the Kia EV6 isn’t quite as dramatic as the exterior, but it still has tons of neat little design cues. Overall quality is excellent, and you might be overwhelmed with just how much there is to do in the cabin.

Dual 12.3-inch screens dominate the driver’s viewpoint, accompanied by nice textures and ambient lighting. The centre console is also neatly designed and gives the front of the cabin a more airy look while still maintaining practicality with multiple cubby storage holes. 

Rear passengers can kick back with plenty of legroom to boot, and the lack of a transmission provides a completely flat floor that prevents any complaints emanating from the middle occupant.

520 litres is a decent size for the boot, and the EV6 raises its tailgate along with the rear glass panel to offer ample load space for ingress and egress of cargo. 

There are actual physical dials and a haptic bar to control either your entertainment or HVAC. It might take a hot minute to work out how to use it, but overall it works an absolute treat.

Thank you Kia, for not embedding these settings in the infotainment screen, and making it much, much easier to adjust. All I want to do is turn up the temperature nicely with a dial, and not repeatedly tap my finger in frustration on a screen whilst driving.

One gripe I have about the infotainment is that it isn’t wireless, unlike other Kia models in the lineup like the Niro Hybrid. To use Apple CarPlay or Android Auto, you’ll have to plug it with a regular ol’ USB cable, which can be tricky in itself to connect thanks to the USB ports located below the main centre console stack. At least there is a big cubby hole where you can dump your smartphone in once you’re all hooked up.

The EV6’s UI is a little funky too, running a cropped version of CarPlay and Auto, instead of making use of the entire screen’s real estate. I’m sure this can possibly be updated with some over-the-air updates, but for now, this is what you’ll have to live with.

Power pack

The Kia EV6’s sleek looks aren’t just for show, and the car can walk the talk any day of the week. With 239kW (321bhp) and 605Nm to propel you, this EV makes quick work of anyone else stopped at the same set of lights as you thanks to an all-wheel drive platform.

I did some enthusiastic pulls, and what I usually got in return were the bemused stares of other drivers. 100km/h comes fairly quickly at 5.2 seconds, and flat out the EV6 can cruise at a maximum of 188km/h. 

The chunky 77.4kWh battery is embedded under the floor of the EV6, and that greatly benefits the car’s centre of gravity. The result is a car that feels tight and composed around corners, even with its suspension which is predominately set up for comfort. Sport mode, accessed from the convenient button located on the steering wheel, enacts faster throttle response and a weightier steering feel, and this makes the EV6 feel more rejuvenated and committed overall.

Even with its saloon-like proportions, manoeuvring through tight spaces was never really an issue thanks to a whole array of sensors and a 360 camera to boot. Although, checking your blind spots can be slightly more tricky due to the lack of visibility from the C-pillars. Thankfully, blindspot monitoring, among other safety features, is at hand to prevent you from accidentally binning it into another driver.

Cruising is what the Kia EV6 does best, and it handles it like a champ with adaptive cruise control and lane keep assist. As long as you keep the EV6 on civilised roads, it can eat up the kilometres with the same easy nonchalance that exists in other well-designed EVs. Kia’s safety suite has seriously impressed me over the years, and the EV6 can even come to a complete stop if there is a traffic jam ahead, should you run into one.

If you don’t push the car at every available opportunity, the EV6 can achieve a range of around 500km thanks to its large battery capacity. Range anxiety was never a concern while driving, and even if it was, the EV6 has a maximum DC charging rate of 250kW, or in layman’s terms, more than whatever is commercially available in Singapore at the time of writing. This means juicing up at a fast DC charger is a quick and fuss-free affair.

The Kia EV6 has another trick up its sleeve, and that’s its vehicle-to-load (V2L) system. Basically, you can power household items, such as a kettle or microwave, or even charge another EV, directly from its charge port. Think of it like it’s your very own portable electrical generator.

It’s time to stop looking at just the badge

The Kia EV6 has a lot going for it, and it proves that the Koreans know a thing or two about how to make a car that impresses. However, this car does have one slight flaw, and it’s a flaw that is of no fault to the car at all. What I’m referring to, is the badge that it wears.

Look, I know Kia is a good company, and I wholeheartedly support them. But, with its price dangling near to other “atas” automakers (atas is used sparingly here), most people, unfortunately, would gloss past this car entirely, and instead take a peek at brands that are more “upmarket”. To me, that is a real shame.

If you’re someone who can look past a plain old badge and see the bigger picture, then I’m confident you’ll have a blast in the EV6. It’s dressed to the nines with features and has enough power to scare the living daylights out of your family. Plus, it does all of that with plenty of practicality and style. 

What more could you ask for?

Technical Specifications

Kia EV6 Electric GT-Line

Engine: Dual Electric Motors

Power: 239kW (321bhp)

Torque: 605Nm

Transmission: Single Speed (Automatic)

0-100km/h: 5.2 seconds

Top Speed: 188km/h

Battery Capacity: 77.4 kWh (GT-Line Variant)

Price: S$249,999 (Standard) / S$284,999 (GT-Line), both with COE (accurate at the time of this article)

Contact: Kia Singapore

Read more of the latest reviews right here on AutoApp!