With the Countryman now taking on a more traditional SUV role, the Aceman arrives as the “replacement” for the Clubman.

This is a compact electric crossover that aims to give MINI fans a bit more space, practicality, and five-door convenience.

How New Is It, Really?

While the Aceman is a fresh nameplate in MINI’s range, it is not an entirely new car. Beneath the funky styling, it is essentially a stretched, five-door version of the Cooper Electric, with the same battery and motor options.  

Like its smaller sibling, it is available in two variants. The E pushes 148bhp and 290Nm of torque, while the SE bumps that up to 215bhp and 330Nm.

A Love-It-Or-Hate-It Design

The Aceman follows MINI’s latest ‘Charismatic Simplicity’ design philosophy. 

From certain angles, the Aceman resembles a shrunken Countryman, while in others, its square wheel arches and angular nose give it a slightly awkward stance. The familiar MINI lighting signatures remain, with three different daytime running light patterns to choose from, customisable via the infotainment system.  

MINI describes the car’s lines as “plump MINI shapes”, a phrase that is unlikely to find its way onto a marketing campaign any time soon. While the overall shape retains MINI’s charm, some may find the new edgy aesthetic less appealing than the brand’s traditionally rounded designs.

Step inside, and you will be greeted by a layout that is almost identical to the Cooper Electric and Countryman. If you have seen one new-gen MINI, you have seen them all.  

The centrepiece is the 24cm circular OLED touchscreen, which dominates the dashboard. Beneath it, there is a row of physical buttons and a large, chunky steering wheel.

Functionality remains strong, with Apple CarPlay and Android Auto integrated, while a ‘tool belt’ menu allows drivers to customise shortcuts for frequently used functions.

While some settings are buried in menus, the interface is responsive and well-designed, making it easier to use than many rival touchscreen systems.  

Materials are a mixed bag. The recycled textile dashboard covering adds an interesting texture to the interior, but some plastic elements let the premium feel down.

Meanwhile, the fabric strap on the steering wheel’s third spoke looks cool but does not serve much practical purpose.

Rear seat space is acceptable for a car of this size, with decent legroom and easy access thanks to the five-door layout.

However, anyone approaching 1.8-metres will find headroom slightly tight due to the car’s sloping roofline.

In terms of boot space, the Aceman offers 300 litres with the seats up and 1,005 litres with the rear seats folded. A step up from the Cooper, but still not class-leading among electric crossovers. 

Still A MINI At Heart

We tested the Aceman in SE trim, which produces 215bhp and 330Nm of torque, allowing it to rock the century sprint in 7.1 seconds. Top speed is a modest 170km/h.

Surprisingly, even the Aceman SE does not feel as sprightly as some other EVs off the line, despite having a power advantage over the base model. Even in its sportiest ‘Go-Kart’ mode, it does not shove you into the seat the way some electric cars do.

It is also not particularly light, tipping the scales at 1,785kg. As a result, joining highways requires a bit of patience, as acceleration is not as instantaneous as you might expect from an electric MINI.   

What MINI fans will appreciate is that the Aceman handles well, despite the extra weight. It corners with precision, resisting understeer admirably thanks to its low battery placement. The steering is direct, though in Go-Kart mode, it can feel artificially heavy.  

That said, ride comfort is firm; something we have come to expect from modern MINIs. The suspension struggles to absorb imperfections, and bumpy roads unsettle the car more than they should. 

MINI claims a WLTP range of 407km for the SE model. However, in our real-world testing, the Aceman only managed 17.4kWh/100km, translating to a real-world range of around 311km, significantly lower than the official figure.

Charging speeds are respectable but not groundbreaking. The E model supports 70kW DC fast charging, while the SE can handle up to 95kW, meaning a 10-80% charge takes around 30 minutes.

A Crossover For MINI Loyalists  

For buyers already considering the Cooper, the MINI Aceman makes a strong case for itself. It offers more space, five doors, and a bigger boot. The interior is identical, so if you already like the Cooper’s cabin, you will feel right at home here.

However, the firm ride, slightly sluggish acceleration (even in SE trim), and real-world range limitations may put off some buyers. It does not drive as sweetly as a Cooper, nor does it offer the same level of cuteness that makes the three-door hatch so appealing.

That being said, the Aceman will likely attract Cooper customers looking for a bit more space, and in that regard, it does its job well.

Technical Specifications

MINI Aceman SE

Powertrain: Single Electric Motor, Front-Wheel Drive
Power: 160 kW (215 bhp)
Torque: 330 Nm
Gearbox: Single-Speed (A)
0-100km/h: 7.1 seconds (claimed)
Top Speed: 170 km/h
Battery Capacity: 54.2 kWh
Drive Range: 407 km (claimed)
Energy Consumption: 15.1 kWh/100km (claimed)

Price: S$240,888 with COE (accurate at the time of this article)
Contact: MINI Singapore

Photo Credits: Sean Loo (@auto.driven)

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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)

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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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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)

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