At first glance, the A6 e-tron is about as slippery as they come, literally. With a drag coefficient as low as 0.21Cd if you tick the box for the Sportback and those camera-based wing mirrors, this is a car that slices through the air like a sushi chef through bluefin tuna.

Aerodynamic wizardry aside, the styling is restrained but polished. Audi gives us a flush grille with Movember moustache motifs, subtle ‘black mask’ detailing to conceal its techno-gubbins, and a sense that this was designed in a wind tunnel.

And speaking of obsessions, Audi’s designers have clearly gone full aero-nerd. Flush door handles? Check. Flat underbody? Check. Active grille shutters? Of course.

It’s extremely clever

Look beyond the sleek shell and what you’ll find is a car built on the kind of clever architecture Audi’s betting its EV future on: 800V electrical backbone, lightning-quick 270kW charging, and motors that are leaner and meaner (30% smaller, 20% lighter). In the real world? It’s quietly impressive.

The A6 e-tron version comes with a 94.9kWh battery and a single, rear-mounted motor pushing out 281bhp. A rear-wheel-drive Audi? The purists will nod approvingly.

It’s the first since the R8 RWS and yes, you can tell. It feels balanced. Composed. And just the right amount of playful when the roads get interesting.

Does it feel fast?

Not quite neck-snapping. Despite the 0–100km/h sprint in 6 seconds, the A6 e-tron feels more smooth operator than thrill-seeker. Blame the 2.2-tonne kerb weight, or maybe the hushed refinement. Torque is plentiful though (all 435Nm of it) on tap at all times and made more interactive via paddles that let you tweak regenerative braking on the fly.

We sampled both the standard passive dampers and the cushier adaptive air suspension (which Audi says will be S6-only… for now). Honestly? Save your dollars.

The air setup adds plushness over long waves, but potholes still pack a punch. The passive setup is more than competent, and unless you’re living on a billiard table, the difference isn’t night and day. Just avoid the 21-inch wheels; they look good but bring the drama on broken tarmac.

If you’ve driven an Audi recently, this will feel familiar, only smoother and with a dash of newfound rear-driven enthusiasm. It flows through corners with quiet confidence and never once feels lumbering. Dare we say, it’s got handling finesse the EQE can only dream of and makes the i5 feel like it’s trying too hard.

Technology galore

Inside, Audi has gone full Blade Runner. The dash is dominated by three screens: an 11.9-inch digital cluster, a 14.5-inch infotainment panel, and a cheeky 10.9-inch screen for your passenger. 

The UI is logical, the colours are calm, and best of all, there’s a physical volume knob. A rare win in the war on buttons.

Of course, the climate controls are all virtual. The lighting and mirror adjustments are now tucked into a crowded door panel. But hey, the seats are supremely comfortable, the interior feels plush, and there’s even a sprinkle of Bang & Olufsen magic for audiophiles.

Rear passengers sit a little high, thanks to the battery underfoot, and foot space under the front seats is tight.

Boot space stands at 502 litres. Fold the seats and that jumps to 1,422 litres. There’s even a 27-litre frunk for your charging cables and whatever emergency snacks you keep in your car.

One last bit of theatre: remember the awkward foot-wagging routine to open the boot? Audi now projects a light onto the ground to show you where to wave. And for the bonnet, just wave your hand above the badge.

Don’t judge a book by its cover

The A6 e-tron is a thoroughly sorted EV. It does the sensible, stylish Audi thing, just with electricity.

Elegant, efficient, and incredibly well-mannered on the road. Lighter than its rivals. Better to drive. And blissfully not another SUV.

Technical Specifications

Audi A6 e-tron

Engine: Single Electric Motor
Powertrain: Rear-Wheel Drive
Power: 210 kW (281 bhp)
Torque: 435 Nm
Gearbox: Single-Speed (A) Reduction Gear
0-100km/h: 6.0 Seconds
Top Speed: 210 km/h
Battery Capacity: 83 kWh
Drive Range: TBC
Energy Consumption: TBC

Photo Credits: Sean Loo (@auto.driven)

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I first encountered the Hyundai Ioniq 5 N during its global launch at the 2023 Goodwood Festival of Speed. There it was, shredding tyres and exuding the kind of audacious energy that suggests Hyundai’s engineers had been on a strict diet of adrenaline and madness.

Its fantastically bonkers nature brought much fanfare to both the brand and the car, and I always longed for the time I would be able to wring this beast around a proper track.

Fast forward to 2024, and I found myself in Lombok, Indonesia, piloting this electrified beast on the Mandalika International Circuit.

Happiness doesn’t even begin to describe the sheer joy I’ve experienced in the car.

Redefining Reality 

Forget quiet, smooth anonymity. This car dares to emulate an internal combustion engine, complete with synthetic gearshifts and a soundtrack that could fool your ears into believing a roaring petrol engine lurks beneath the bonnet.

But is this automotive sorcery authentic? To throw in a similar case study, when a CVT gearbox simulates gear ratios or a BMW pipes synthetic engine notes through its stereo, is that any less genuine?

Hyundai’s N division takes this concept and supercharges it. Their N Active Sound+ and N e-Shift systems replicate the behaviour of a traditional eight-speed dual-clutch automatic so convincingly that you’ll catch yourself forgetting the absence of a combustion engine.

The execution is so precise it’s almost unsettling. Leave the accelerator pinned in eighth “gear,” and the car bogs down, refusing to accelerate until conditions align. Downshift too eagerly before a corner, and the system denies the change until virtual revs match road speed. It’s an existential wake-up call to driving purists.

Power Play

On paper, the Ioniq 5 N’s dual motors produce 601hp, with an Overboost function (dubbed N Grin Boost or NGB) temporarily unleashing 641hp. That’s good for a century sprint time of 3.0 seconds, and a quarter-mile time of 11.1 seconds at 197km/h.

This is all achieved despite its 2,200 kg heft, showing how the Ioniq 5 N delivers a relentless surge of power that’s matched by pinpoint handling.

Hyundai’s engineers have dubbed the Ioniq 5 N a “Corner Rascal”, and it’s not hard to see why. It pulls 0.96g in some corners, with a torque split system that lets you tailor the power delivery across 11 settings.

Fancy a drift? Engage Torque Kick Drift mode and revel in the kind of tail-happy antics usually reserved for rear-drive sports cars. Heck, you can even toggle between full front-wheel drive (FWD) and rear-wheel drive (RWD) as you navigate a circuit. Absolutely mindblowing.

Big Brakes, Bigger Ideas  

Stopping power is courtesy of the largest brakes ever fitted to a Hyundai; 15.7-inch rotors paired with four-piston calipers up front. Add regenerative braking, capable of delivering 0.6g of deceleration on its own, and the result is consistent, fade-free performance even during intense track sessions.

Remarkably, all this complexity feels natural through the pedal, with no hint of artificiality as the system juggles regen and friction braking. We could even do full cooldown laps without ever touching the real brakes.

Theatrics on Demand  

If the driving dynamics impress, the theatrics dazzle. The Ioniq 5 N’s synthetic soundscapes come in three flavours: Ignition (mimicking an internal combustion soundtrack), Evolution (a sci-fi-inspired hum), and Supersonic (something akin to a fighter jet).

While the sounds are subjective, the execution is flawless, adding layers of engagement that are otherwise absent in many EVs.

But one creative decision puzzled us: Hyundai modelled the Ioniq 5 N’s synthetic character on the Elantra N. It’s a commendable car, but imagine being granted a blank canvas to emulate any vehicle in history and choosing your neighbour’s Honda Civic.

Why not draw inspiration from a screaming V-10 Formula 1 car or a championship-winning rally monster?

EV Revolution Meets Everyday Usability  

Beyond its track antics, the Ioniq 5 N remains a practical EV.

The 84.0kWh battery offers a real-world range of about 300km, and it supports 350kW fast charging, making it viable for both performance enthusiasts and daily drivers.

The cabin is spacious and tech-laden, with enough settings, modes, and adjustments to keep even the most discerning driver entertained. If we could powerslide as a posse of four in the car, rest assured you would have no problems having your family in tow.

Mindblowing Piece of Engineering

The Hyundai Ioniq 5 N is a car that invites you to suspend disbelief. Yes, it’s an EV. Yes, its theatrics are contrived. But who cares? The result is a thrilling, engaging machine that redefines what electric performance can be.

Purists may scoff at the artifice, but cinema wouldn’t be the same without a little suspension of disbelief, and neither would the Ioniq 5 N.

Singapore is fortunate to be the home of a new Hyundai assembly plant (HMGICS), and we can proudly say most of the Ioniq 5s running around our little island are assembled locally (a term we couldn’t use for the longest time).

But, if you want to embrace the future without abandoning the soul of driving, the bonkers Ioniq 5 N is your car.

It proves that EVs can thrill, excite, and yes, make a bit of “noise” along the way.

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Before we rev up the engine, or rather, juice up the batteries, let’s set the stage. The ID.4 is the SUV cousin of the ID.3, and it’s no secret that within the VW Group’s electric family tree, this one’s expected to be the best-seller worldwide.

So, the pressure’s on for this electric city runabout.

Under the sleek hood of the ID.4 lies VW’s specially designed electric platform, the MEB. And with this platform, you’ve got options; you can have it with rear-wheel drive (RWD) or go all-in with all-wheel drive (AWD). Plus, there are two battery sizes currently available in other territories: a 52kWh version and a beefier 77kWh one. 

The unit pictured here is an AWD variant with the chunkier 77kWh powerbank, but it’s worth noting that even though I am running around town with it, prospective customers might receive a slightly different variant come 2024. 

This electric SUV isn’t entering the arena alone either. It’s got a list of rivals that are also vying for a slide of the EV customer pie. Some are closer to home, like the Skoda Enyaq and Audi Q4 e-tron sibling cars, and some are already well established in this space, like the BMW iX3, Hyundai Ioniq 5, and the Tesla Model Y. That’s quite a lineup.

So, why the ID.4, you ask? Well, because SUVs are all the rage these days. And VW knows it. They’re giving the people what they want – a practical, accessible, and relatively affordable SUV. No, it’s not your classic Golf gone electric; that’s the job of the smaller ID.3. This one’s all about embracing the SUV trend.

And the Volkswagen ID.4 really makes itself known. Minus the polarising decals etched onto the car, the ID.4 has an interesting facade going for it. Think swoopy lines and organic shapes, not the sharp edges you’d expect on a modern SUV. Plus, it’s sizeable, akin to a Tiguan.

But, unlike the Tiguan, thanks to its dedicated EV platform, it boasts a roomy 2,771mm wheelbase, nearly 100mm more than a Tiguan. Translation? There’s space to spare inside.

And speaking of the interior, it’s a different world from what you’d find in your typical VW. The digital cluster is pint-sized, almost comically so, perched on the steering column.

The gear shifter? It’s attached to the side of that cluster, and while easy to operate, I must admit I have mixed up Drive and Reverse a couple of times. Blame it on personal hardwired muscle memory.

But here’s where it gets interesting. Without a traditional gearbox, the centre console becomes a blank canvas, low to the ground, creating a sense of space that amplifies the ID.4’s roominess. 

There’s tons of storage space for all your various bits and bobs, and the thing I like about it is that it’s thoughtful design. Close your eyes, and you can still fish for an item without bumping your hand into a million different surfaces.

However, there are some quirks. The window switches – there are just two. If you want to control the rear windows from the driver’s seat, you’ll be tapping a digital ‘Rear’ control before adjusting the same switches. A tad unnecessarily digital, if you ask me. 

And then there’s the infotainment system. It’s sleek, but it can be finicky at times, especially when essential functions are tucked away. The touch slider controls seem alright in practice, but while on the move it can be a challenge to swipe accurately. 

Overall, there’s a lot of touch and gesture action going on, and that’s not everyone’s cup of tea.

So what about road feel? Well, the Volkswagen ID.4 feels familiar in some classic EV ways but throws a few curveballs. Power is abundant; it’s an EV, after all. However, it doesn’t deliver that instant ‘kick’ you’d expect. Instead, it serves up power in a more gradual manner. I actually prefer this, as it prevents would-be first-time drivers from accidentally giving everyone whiplash.

The brakes are probably the weakest aspect of the ID package. They might feel a bit weak at first touch, with a fair bit of dead zone before you sense the car slowing down. This is understandable to a certain degree, as a chunk of the initial braking happens via regenerative braking. So, don’t expect the bitey brakes you’d find on the back of a heavy, RWD car. 

To make life easier on the move, VW hasn’t added more features than necessary. No complicated energy consumption charts or a driver-only climate mode, or even selective regen levels. It’s straightforward – just D and B on the main drive selector. And even the B for brake mode doesn’t slam on the brakes. Great for prospective customers who are just getting into the EV-owner bubble.

Range is pretty decent too. Over a weekend of cruising, I managed a neat 17.4 kWh/100km, roughly translating to 430 km on a full charge. Not too shabby for this class of vehicle, even with some enthusiastic pedal-pressing instances.

The ID.4 was built to compete against SUVs, and no one really buys a SUV for the driving, do they? SUVs are essentially conceptualised to be efficient family transit pods, and judged through that lens, the ID.4 is right on target.

It boasts a roomy cabin, numerous nooks and crannies that act as clever storage spaces and offer good electric range and charging. Not to mention a smooth, silent driving experience that demands nothing of you.

There’s a certain laid-back vibe to the ID.4 that’s unusual, yet intriguing. It’s not shouting about instant performance and tech wizardry; it’s more about easing you into the electric experience.

It may not be love at first sight, but it’s a grower. 

Technical Specifications

Volkswagen ID.4 Pro 77kWh 

Engine: PSM Permanent Magnet Synchronous Motor
Power: 150kW (201bhp)
Torque: 310Nm
Gearbox: Single-Speed (A)
0-100km/h: 8.8 seconds (claimed)
Top Speed: 159km/h
Battery Capacity: 77kWh
Drive Range: Unknown
Energy Consumption: 5.5 km/kWh (claimed)

Price: Available early 2024
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

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The Volkswagen ID.4 is the latest addition to the VAG family, built upon the new Modular Electric Drive Matrix (MEB) platform. It won’t go on sale till Q1 of 2024, but Volkswagen Group Singapore has kindly allowed me to have a sneak peek.

There were two ID.4 models on test that morning – the regular skimmed milk variant, and the full-fat GTX, with its acronym denouncing that it’s the sporty athletic sibling of the two. 

Let’s get straight to the juicy bits, shall we? The regular ID.4 has a single rear motor setup, boasting 201bhp (150kW) and 310Nm of torque at your disposal. Not too shabby for most people, but unlike its rear-motor counterparts, the ID.4 GTX boasts an additional motor upfront, elevating the power output to 295bhp and a respectable 460Nm of torque.

Both cars have a 77kWh battery, giving both cars about 480km (WLTP) of range, which should suffice for a week’s worth of adventures.

Both cars deliver smooth and restrained drives, and despite the power advantage of the GTX, it’s clear that Volkswagen is committed to the ethos of the I.D. cars being people’s electric vehicles. I say it’s a good thing though, as it provides first-time EV users with a good introductory base to the world of instant torque, instead of the usual neck-snapping routine.

And the user-friendly experience continues on into the cabin. Starting the vehicle is as simple as flopping into the driver’s seat with the key – no need to fumble with ignition switches. Just pop it in ‘D’ and you’re good to go, thanks to weight sensors in the seats. 

I can give a pass on the regular ID.4 for being soft in the corners, but the GTX doesn’t evoke the same dynamic prowess we commonly associate with ‘performance’ Volkswagen cars. The ID.4 GTX’s steering is light, quick, and precise, but it lacks the communicative nature one craves when pushing the limits.

The brakes take time to get used to as well, a trait shared with the Škoda Enyaq. It seems the regenerative braking system’s programming contributes to a substantial dead zone before the brakes engage fully.

For those who are not used to using regen braking, it might feel as though the brakes lack the strength to bring the car to a halt. However, these idiosyncrasies can be easily mastered over a few short drives around town. After all, these cars are a departure from their conventional internal combustion (ICE) engine counterparts.

What is a big departure too are the exteriors of the cars. The I.D. models boast sleek and flowing exteriors, and this isn’t a mere stylistic whim.

The ID.4’s aerodynamic prowess shines through with an extremely low drag coefficient of 0.28 – important in a car that needs to conserve energy whenever it can.

Stepping inside the ID.4 reveals another facet of its sustainable vision, featuring vegan ArtVelours seat covers. The interior exudes elegance and modernity, housing a floating digital cluster with the gear selector located to its right. Ventilation vents sit low on the rear floor, fostering an airy ambience within the cabin.

The cabin offers a spacious and comfortable sanctuary for its occupants, ideal for its designated city-cruiser role. Boot space is also handy at 543 litres.

As befits a forward-thinking offering, both variants of the ID.4 come equipped with an array of features and driver assists, including adaptive cruise control, Dynamic Chassis Control (DCC), and more. 

As of now, there’s no word on the ID.4 GTX’s expected pricing, and even the specifications are subject to refinement. However, those who are interested can expect to register their interest later this year.

Photo credits: Volkswagen Singapore

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