At the value-end of the electric vehicle (EV) market, one finds a slew of offerings such as the BYD Atto 3, Citroen e-C4 and Hyundai Kona Electric. Amongst them, one also finds the Opel Mokka-e from the Stellantis stable.

Being so spoilt for choice, does the Mokka-e have what it takes to sway buyers to this German compact crossover?

die Außenseite

One first notices how the Mokka-e sits somewhat higher off the ground. This makes ingress and egress a much easier proposition than compact sedans and hatchbacks.

The design language here is rather clean, interspersed by black plastic trim and a blacked-out front emblem and roof that play nicely against the test car’s White Banquise paintwork.

Murdered out 17-inch rims wearing 215/60 R17 Michelin Primacy 4 tyres help raise visual aggression levels a tad while contrasting nicely with the bodywork.

The clean design aesthetic carries on to the rump, where one finds a small roof spoiler, sleek tail lamps and one of my favourite features, a black ‘diffuser’ housing the bright red rear foglight below the bumper line.

das Innere

Swing open the hatch to find 350 litres of boot space, and if more is needed, the rear seatbacks can be lowered in a 60:40 split to liberate additional carrying capacity, to the tune of 1,105 litres.

I had the privilege of ferrying two pairs of female passengers in the rear, with one pair in their 20s and the other in their golden years. All rear-seat passengers complimented the good comfort and ride quality of the Mokka-e.

Naturally, longer-of-limbs and shorter-of-torso 1.82-metre tall yours truly wouldn’t be able to sit directly behind his driving position, but it wasn’t an issue for more petite individuals.

Two USB Type-A ports are available in the rear to charge mobile devices, but I found it curious that there were no overhead grab handles or dome lights in the back.

The front seats are manually adjusted, and comfortable for longer journeys. I was easily and quickly able to find my ideal driving position courtesy of the manual adjusters. See, electrical adjustments are not always the fastest.

Then it’s just a simple case of reach- and rake-adjusting the steering wheel to one’s ideal arms-length.

Ahead of the steering wheel sits a 12-inch instrument cluster screen. One can toggle the screen to display myriad information, including a trip computer, navigation and a minimalist display, through a rocker selector and button on the turn-signal stalk.

The 10-inch touchscreen infotainment is basic, but features Apple CarPlay and Android Auto, which is what will mostly be used. The audio system, though basic, can play clear and loud.

Climate controls are physical (hooray!) and easy to adjust on the move.

A couple of cupholders can be found behind the centre console, along with an adjustable armrest that, once slid forward, obscures one of the cupholders. You could stow a short stubby can of classic Red Bull there though.

Not a big concern, for the front door pockets, can accommodate larger water bottles.

das Fahren

The Mokka-e is easy to drive and park. Outward visibility is excellent owing to large glass panels, and even reversing without the camera is a cinch thanks to the large wing mirrors.

Those wing mirrors also house blind-spot warning indicators which glow bright orange, so they’re easy to pick up on. The lane-keeping system, however, is a bit too over-enthusiastic and is best turned off via the button in the centre console.

On the move, ride comfort is great, especially in the rear, and the Mokka-e never gets too fidgety. It can even be momentum-driven through a bend or corner, but push it and it will begrudgingly comply under protest. This is a compact crossover for cruising, not bruising.

Cruising comes courtesy of its 132hp and 260Nm electric motor which drives the front wheels.

Propulsion juice comes courtesy of a 50kW battery pack, and the Mokka-e is fitted with an 11kW onboard charger, which can take the battery from flat to 100% in just 4.5 hours at a suitable AC charger.

It can also accept faster DC charging at 50kW, and I was able to charge it from 25%-90% in about 38 minutes, which is good.

Opel claims a WLTP average efficiency of 14.5kWh/100km or 6.9km/kWh. I was able to better this at a weighted and normalised average of 14.16kWh/100km or 7.1km/kWh during my drive.

Considering the 50kW battery capacity vis-a-vis the average efficiency during my drive, around 355km is doable on a full charge. I just wish the battery was slightly larger for 400km of range in between charges.

Naturally, your mileage may vary with driving style and use case, but the key to good efficiency, as always, is to drive smoothly, not slow.

The Opel Mokka-e makes a compelling proposition for those who want a simple, straightforward and cost-effective EV-ownership proposition. It rides well, is easy to drive and park charges relatively quickly and is pleasant to look at.

Does it make the cut for you? Take a test drive and see if the Mokka-e is your flavour of coffee bean.

.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Opel Mokka-e

Unladen Weight: 1,523kg
Battery Size: 50kW
Power: 132hp
Torque: 260Nm
Drive: Front wheels
0-100km/h: 10.1 seconds (claimed)
Range: up to 363km (claimed)
Energy Economy: 14.5kWh/100km or 6.9km/kWh (claimed)
Price: S$181,500 with COE (accurate at the time of this article)
Contact: Opel Singapore

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

Opel has not been a mainstream brand on most buyers’ lists for a while now, thanks to stiff SUV competition and astronomical COE prices nuking sales for most non-premium car brands.

But, don’t count them out just yet. With parent company Stellantis’s backing, we have started to see a resurgence in their line-up. The Mokka has led the charge, but now it’s time to give the big brother of the family a glow-up. Cue the Opel Grandland.

Subtle and clean

We’ll leave you to decide whether you dig its looks, but there’s no denying that Opel has done well to disguise the fact that it’s a close relative to another Stellantis family SUV – the Peugeot 3008.

A facelift in 2021 saw the Grandland drop the ‘X’ from its name, and updates give it a sharper overall look, particularly at the front end with the addition of a new Vizor grille design, carried over from the Mokka. 

It looks more traditional than the wildly styled 3008, and has simple, well-proportioned lines that give it a sensible grown-up demeanour.

Tech upgrade

Unlike Peugeot, Opel has kept the cabin more conservative. The dashboard is logically laid out, with separate climate control buttons that are easy to operate without getting distracted while you’re driving. 

It’s worth noting that this test unit has outdated infotainment screens, with all local-bound units coming with new 10-inch screens. The touchscreen infotainment system comes with Bluetooth audio streaming as well as Android Auto and Apple CarPlay smartphone mirroring, albeit wired. The screens have reasonably crisp graphics but need to be prodded quite firmly to get a response.

Some tasks, such as pairing your phone using Bluetooth, involve delving into the screen’s sub-menus, which can be a little frustrating to navigate if you’re not well-acquainted. The physical shortcut buttons under the screen are a welcome touch, and there are audio controls on the steering wheel for added convenience on the move.

Forward view is great in the Grandland, but the shallow rear window doesn’t offer the best rear visibility. Fortunately, Opel gives you front and rear parking sensors on all trim levels plus a 360 camera, so parking is a trivial affair.

The upper levels of the Grandland’s dash have soft-touch plastics, with gloss-black and chrome-effect trim pieces that add visual interest. 

There’s really nothing particularly bad about the interior. It’s thoughtful and practical, but, you kind of get that sense that it doesn’t have the wow factor. 

Family Oriented

The Opel Grandland has a good range of seat and steering wheel adjustments, and the pedals are well-aligned with the driver’s seat. Ergonomic sports seats with lumbar support are included, and most people will find it easy enough to get comfortable and you sit reasonably high up, giving you a commanding driving position.

Out back, there is more than enough head and leg room in the Grandland for taller adults, and the interior is wide enough to ensure that front-seat occupants won’t clash elbows. The near-flat floor does at least give the middle rear passenger a fighting chance with foot space too.

Folding rear seats are standard in the Grandland, but they split 60/40, rather than the more versatile 40/20/40 arrangement some rivals offer. 

At 514 litres, the boots is spacious enough to handle a pram, wheelchair, or a couple of large suitcases with ease. It’s a practical shape, with no awkward intrusions.

Spring in its steps

The Opel Grandland runs the same turbocharged 1.2-litre petrol engine as its Stellantis siblings, producing a respectable 129bhp and 230Nm of torque. Performance is punchy enough for most situations, delivering a healthy amount of muscle in the middle of the rev range.

The 8-speed automatic is a little laggy if you need to roll gears quickly, but its still responsive enough to rock the century sprint in 10.3 seconds, climbing all the way to a top speed of 188km/h.

However, the ride in the Grandland isn’t as forgiving over poor road surfaces especially around town, where larger abrasions can send jolts through your seat.

Another slight disadvantage is its weightless steering feel, leading to a rather dead sensation on highways. Once you turn the wheel past the first few degrees, the car starts to change direction quite quickly, and this inconsistency can take a while to get used to. It’s definitely a reliable cruiser that gets around town just fine, but don’t expect it to carve out your local B-road with ease anytime soon. 

Fuel efficiency is a strong point of the Grandland, and Opel claims 19.2km/litre. During my media test, I managed to garner an average of 15.4km/litre, and that’s with some enthusiastic pedal pressing. On a full tank, you can easily conquer about 700km of range if you’re frugal enough.

Sensible, but its a tough sell

The Grandland is priced reasonably in most trims and is well-equipped and spacious enough for most families. It’s a great all-rounder that brings Opel back to form.

However, it’s hard to ignore the stiff SUV competition out there, and rivals such as the Kia Niro and Volkswagen T-Cross really give the Grandland a run for its money. Even its fellow comrade the Citroen C5 places it in a tough spot value-wise.

There’s no right or wrong to the SUV equation, and it’s all down to trying them out and seeing which SUV suits your personal lifestyle needs the best.

Technical Specifications

Opel Grandland

Engine: 1,199cc in-line 3, turbocharged

Power: 129bhp

Torque: 230Nm

Gearbox: 8-Speed (A)

0-100km/h: 10.3 seconds (claimed)

Top Speed: 188km/h

Fuel Economy: 19.2km/L (claimed)

Price: S$194,500 with COE (accurate at the time of this article)

Contact: Opel Singapore

Photo Credits: Sean Loo (@auto.driven)

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

And there I was, spending hours under the scorching sun sampling an array of Porsches with the guidance of world-class Porsche driving instructors. The resulting sunburn didn’t really matter when you’re up close and personal with some of Stuttgart’s finest.

‘Porsche World Road Show’ (branded PWRS for short) is the German marque’s ‘touring’ test-drive programme, which travels around the world in order for participants from all walks of life to sample the current crop of Porsche models. It has currently been hosted in five continents and over 40 countries, particularly in territories without a Porsche Experience Centre. 

The 2023 Porsche World Road Show Singapore is intended to act as the catalyst for Porsche’s 75th Anniversary activities in Singapore. This event also puts owners and prospective customers alike behind the wheel of the current crop of Porsche models, giving them a taste of what their cars can do when pushed to the limit.

Since Singapore does not have a proper race circuit, Porsche had to settle for the grounds of the Changi Exhibition Centre for their festivities. Credits where it’s due, they did an absolutely smashing job.

With a combined output of over 10,000 bhp, the 26 cars brought in for PWRS Singapore are flown in from Germany and are left-hand-drive registered units. These were scattered throughout the 4 stations erected around CEC, which included closed-circuit handling, off-road, launch control and a shalom course.

Porsche understands the need to drive cars hard, which is their way of interpreting how you can appreciate their cars better. Funny humour these Germans, but one I can definitely get behind. 

Hence, this fleet of German knights is reserved solely for the PWRS tour. This means you can thrash them around to your heart’s content. The only things hotter than the ground temperature that day were the brakes on those demo cars. 

Part of the festivities also features a convoy-led on-road session, done in Singapore registered right-hand-drive unit. This provides ample demonstration that the cars aren’t just rubber shredding machines, but are also dignified city cruisers when dialled down.

On to the real stars of the show. Porsche brought out its entire toy closet for us to enjoy, which included multiple variants of the 718 and 911, Macan and Cayenne, and the all-electric Taycan. They even brought out some of their more hardcore brutes, such as the 718 Cayman GT4 RS and the latest generation 911 GT3 RS.

This event also served as the launch of the 992-generation 911 GT3 RS in Singapore. Sadly, attendees were unable to get behind the wheel of this winged beast, as it had instructor-driven duties for the handling course.

Ultimately, while the Porsche World Road Show was an absolute blast, the cars were not the only highlight of the event. The people that attended the event alongside me were like-minded individuals who share the love of squealing tyres and unnecessary g-forces, and these are the folks who made the event so much more memorable.

This is something which a brand like Porsche exemplifies extremely well. Regardless of nationality, age or background, Porsche is an entity that connects petrolheads together, evoking a sense of belonging that revolves around the iconic sportscar brand.

If this is how we kick-start the celebrations, I can’t wait to see what’s in store next!

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

Photo Credits: Sean Loo (@auto.driven) & Adrian (@adrianvanq)

Give automotive fans an opportunity to speak, and they are always eager to debate on which sports cars they think are the greatest and most attractive. Of course, with a seemingly endless number of cars that have been produced over the better part of a century, there are a plethora of memorable vehicles that will be tossed up in discussion. 

Even so, one car pretty much gets namedropped at every conversation, bearing the numbers 9-1-1. Since its inception in 1963, this iconic machine is widely regarded as the pinnacle of the sports car world and has been a tour de force ever since.

Whether you agree with it or not, there is no denying that Porsche has made the quintessential sports car, and there are good reasons to believe that. The question, then, is how exactly has this remarkable machine managed to remain the preeminent sports car for over half a century?

Engine’s Out Back Honey

And it isn’t hard to see why.  In this day and age, nobody would have the guts to engineer a high-performance car with the motor located so far aft. Tail-happy syndrome is an understatement, and in this 992 21st-century generation, you have 385 bhp (or more) being pumped to those rear tyres.

This contributes to some challenging natural driving characteristics, most involving the back end wanting to hang out in the wrong direction.

Nonetheless, the boffins at Porsche with their obsessive dedication to this unconventional layout stuck to their guns and refined the 911’s layout so much that it is now a lethal track weapon.

Take a corner at speed, and not many other cars that exist today can elicit such a strong emotional response from the driver.

Most 911 models, regardless of age, tout subliminal rear-wheel traction while also maintaining lightness at the front, with its nose darting in any direction the driver so wishes. The car’s agility is simply addicting, but if you overdo anything, there’s no turning back.

However, I’m sure that even if you’re facing the wrong direction, you’ll have a big grin plastered on your face.

Plus, with each new generation, the experience only gets better. Four-wheel drive, rear-axle steering, continually revised Porsche Active Suspension Adjustment, Porsche Torque Vectoring Plus, Porsche Dynamic Chassis Control, ceramic brakes, the list goes on.

While some might argue that the new-fangled tech disrupts the purity of the original formula, you can’t deny that these improvements enable the 911 to stand toe-to-toe with some of the automotive world’s latest and greatest.

Legendary On The Tracks

While several automakers tout their decades of involvement in motorsports, Ferrari is probably the only brand that can match Porsche’s greatness. Sports cars and racing cars are interchangeable terms for the Stuttgart manufacturer, with the two disciplines flowing off of one another seamlessly.

What is taught on the track is trickled over to the public highways and B-roads and vice-versa, and that’s one of the reasons why the 911 is able to remain a true halo car. 

Porsche has now gone on to compete in almost every sort of racing imaginable, frequently taking home the top step in the process. Le Mans, IndyCar, Formula 1, the Carrera Cup, Rally, and Rally Cross have all been conquered, and this has cumulated into five decades of racing glory.

In other words, owning a 911 is like buying a piece of Porsche’s racing history.

Easy As Sunday Morning

As much as the Porsche 911 is a capable track weapon, turn it down a few notches and you’ll be surprised at how docile it can become. Hop into a Porsche 911, and you quickly find that surprisingly they are as easy to drive as your bog-standard run-of-the-mill cars. And that’s the beauty of it.

While taking out other sports cars can be a chore in itself, one can easily dive into a 911 and hit the open road in a matter of minutes. Plus, when you factor in the frunk and the two modest back seats, you have a practical sports car that offers additional functionality in a pinch.

Even at low speeds, they are a doddle to work with. Throw in a comfortable interior and good visibility, coupled with everyday reliability, and you get a brilliant recipe for a daily driver. 

The Epitome of Timeless Design

A key component to the 911’s enduring success lies in its timeless design. The car’s silhouette is pretty much iconic, with its sleek, elegant profile exuding class and sophistication. Even with abstract renditions, you can still make out the signature long hood, gently tapered rear, and beguiling round headlights.

This design language has transcended across each 911 generation, with Porsche artfully executing subtle updates that not only preserve the car’s classic essence, but give it enough oomph to keep up with the changing times.

Yes, it may lose out to other cars in terms of pantomime and pizzazz, but this refined template ensures the 911 remains both immediately recognisable and perpetually relevant no matter the decade.

Whatever the year or model, there should be at least one Porsche 911 on your bucket list that you’d give your right arm for.

An Icon For The Ages

Ask anyone to close their eyes and picture a Porsche, it’s likely that the 911 is the first model that renders in their imagination. 

Revered by automotive enthusiasts, the 911 has carved out an unrivalled position at the very pinnacle of its class, captivating generation after generation with its unique blend of performance, style, and innovation.

No matter the generation, you can be sure that you’ll have an absolute blast behind the wheel. You’re driving a piece of automotive nirvana after all.

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

Photo Credits: Sean Loo (@auto.driven)

You’ve seen it in countless leaks online, and its controversial styling may have ruffled your feathers a little. Well, the hotly-anticipated BMW M2 Coupe is finally here in Singapore.

Now in its second generation, the new M2 coupe has muscular proportions and aggressive angles. BMW’s signature kidney grille is loud and proud here, with horizontal slats reminiscent of the recently introduced BMW XM.

Compared to the standard 2 Series Coupe, the M2 has a much wider track width, exemplified by the squared-off, almost boxy lower intake area. In fact, it shares its front and rear track widths with its bigger M4 sibling.

These aren’t for show either. The widened tracks greatly improve handling, giving you those massively flared wheel arches. The rear, is equally boxy, with quad tailpipes that sit loud and proud underneath the rectangular facade. Also included as standard equipment with Singapore-bound M2s is the carbon fibre roof, offered as an option in other markets.

Somehow, all of these elements coexist nicely together, giving the M2 a distinctive M charm. I’ll be honest, the look does grow on you too.

The cabin is equally decked out in carbon fibre, with a driver-centric cockpit design, similar to other BMW performance models. The M2 Coupe also runs BMW’s latest curved display, with Operating System 8 on tap for all connectivity needs.

M Sport seats spotting illuminated M logos come as standard equipment, while M Carbon bucket seats can be optioned if you’re the kind that takes your car to the track. Or the mall, in greater discomfort.

Equipped with the same S58 straight-6 engine with M TwinPower Turbo technology that you’ll find in the current BMW M3 and M4, alongside a myriad of chassis technology and electronic gizmos, the BMW M2 Coupe is built from the ground up to be a driver’s car.

In the M2, the engine punches out a slightly watered-down 453bhp and 550Nm of torque, a fair bit more than its F87 predecessor. All of that power is sent to the rear wheels via an 8-speed M Steptronic transmission as standard. If an automatic doesn’t tickle your fancy, the M2 can optionally be specced with a 6-speed manual gearbox.

The dynamism of the M2 Coupe is made possible due to its compact dimensions and overall torsional stiffness of its body structure and chassis mountings, thanks to bespoke bracing. To make the car even more potent, a whole suite of M performance parts comes as standard too.

You get Active M Differential, Adaptive M suspension with electronically controlled dampers, M Servotronic steering with variable ratio, Dynamic Stability Control including M Dynamic Mode, and M Compound brakes (six pistons front, single piston rear). 

With equipment like that, the BMW M2 Coupe does cost a pretty penny. At the time of writing, the BMW M2 is priced at $380,000 without COE.

Customers who wish to view the all-new BMW M2 can contact Eurokars Auto or Performance Motors Limited to make an appointment or place a deposit.

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

Mercedes-Benz has officially launched the all-new GLC SUV in Singapore. According to the German automaker, this is their best-selling SUV, and this new iteration promises added functionality and better styling.

Electrifying

In Singapore, the all-new GLC will come in two variants – the GLC300 and GLC300e. The former is powered by a turbocharged 2.0-litre in-line four-cylinder engine coupled to a 48-volt mild hybrid system. This bestows the car with a respectable 255bhp and 400Nm of torque.

A nine-speed automatic gearbox allows the car to put the power down, and rock a century sprint timing of 6.2 seconds.

Meanwhile, the higher-trim GLC300e, with its plug-in hybrid (PHEV) powertrain, offers a total system output of 308bhp with 550Nm of torque. However, due to the additional weight, the century sprint is hindered slightly, taking 6.7 seconds instead. But, because of its sizeable 31.2kWh battery, the GLC300e can be driven for up to 138km (WLTP) on electric power alone.

Mercedes-Benz claims this is the most extended range they have ever put into a plug-in hybrid model to date.

A suite of safety systems

Mercedes-Benz’s Driving Assistance Package Plus, which encompasses a suite of driver assistance features, has also been enhanced for this model. Active Distance Assist Distronic – colloquially known as adaptive cruise control – can now detect stationary vehicles that are on the road at speeds of up to 100km/h instead of 60km/h.

For drivers who are adventurous and wish to take their GLC offroad, a new ‘off-road mode’ lets you have greater visibility on obstacles in front and under the car, with a new feature dubbed the ‘transparent bonnet’ function. ‘Off-road mode’ also displays pertinent information such as gradient, inclination, and compass.

Buyers who wish to further enhance the GLC’s driveability for city streets can opt for the Engineering package, which includes Airmatic (air suspension), and 4.5-degree rear-axle steering.

Longer and wider

The new Mercedes-Benz GLC features a redesigned front end, with elements borrowed from its siblings like the new GLA and C-Class.

Wider tracks give it a more imposing presence and the muscular facade further enhances the GLC’s outgoing character.

For added bite, prospective customers can opt for rim sizes ranging from 18 to 20 inches, with some even coming with optional two-tone finishes.

There were two variants launched today, and both are available in two trim levels. Customers can spec either the Avantgarde or AMG-Line trim. Those who spring for the more expensive AMG-Line will have a sleek front grille that features a tessellation of the Mercedes-Benz star motif.

The GLC’s taillights also receive this star pattern embedded within its lenses, and the simulated chrome diffuser gives the car an air of upmarket luxury.

Bigger = More Practical

The all-new GLC is now longer and lower (by a tiny margin) than its predecessor. The car has grown by 60mm, now spanning 4,716mm in length, while the overall height has dropped by 4mm to 1,640mm.

The larger dimensions and enhanced rear overhang give the GLC additional practicality. Boot capacity has increased by 70 litres from the outgoing model, now standing at 620 litres. Fold the rear seats down, and a cavernous 1,680 litres is at your disposal.

However, this isn’t translated in the PHEV GLC300e, where the battery sits pretty in the boot floor, taking up a considerable amount of space. Boot capacity drops to 470 litres, or 1,520 litres with the seats down.

Refined cabin

According to Mercedes-Benz, the cabin of the all-new GLC features an aeroplane-wing-inspired dashboard, complemented with aircon vents that “resemble the engine nacelles of aircraft”.

Mercedes-Benz User Experience (MBUX) 2.0 is front and centre here, rocking up on a 12.3-inch instrument panel and a vertical 11.9-inch infotainment touchscreen display.

Customers can also spec the car with Augmented Reality navigation aids, which assist drivers by using virtual arrows to visualise to the driver which exits or routes to take.

Prices

The all-new GLC is available for viewing at the Mercedes-Benz Center, located at 301 Alexandra Rd, Singapore 159968.

Photo Credits: Sean Loo (@auto.driven)

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

And this isn’t even new-ish tech either. BMW first announced the hands-free software, dubbed Digital Key Plus, to the BMW iX back in February 2021. Now, the company has expanded the app, and will now be available for users with Android smartphones.

With a compatible smartphone, customers can now lock and unlock their BMW or start the engine without even the need to take their phone out of their pocket.

Digital Key Plus also works as a proximity sensor, where the car will react automatically when an owner is either approaching or walking away from their vehicle. This is similar to BMW’s existing walk-away feature with key fobs. 

BMW’s Digital Key Plus is currently compatible with the following smartphones:

• Samsung Galaxy S23+ / Ultra
• Google Pixel 7 Pro

Plus a select few older models with suitable hardware. More smartphones will be rolled out in future, and Digital Key Plus works on vehicles produced from November 2022. Some remote software upgrades will help expand this feature to vehicles built before November 2022.

Ultra-wideband technology is also built into technology, minimising the possibility of relay attacks which can jeopardise the vehicle’s locking systems.

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

The M Club of Singapore, Singapore’s leading owner’s club for BMW M and M Performance vehicles, has recently welcomed Eurokars Auto as a new 2023 Platinum Sponsor.

Enacted in 2010, the owners club is currently the only local BMW M car club recognised and supported by both Performance Motors and Eurokars Auto.

The club actively organises a wide variety of gatherings, including regular drive events both in Singapore and up north. Owners also enjoy exclusive access to events and corporate deals provided by the yearly Platinum, Gold, and Silver sponsors.

Club members also occasionally receive invitations to special events, including private viewings of the latest BMW M vehicles. The partnership with Eurokars will allow owners to know more about the dealer, as well as the opportunity to learn more about Eurokars Auto’s services, including a visit to the Eurokars Group Integrated Aftersales Facility.

Eurokars Auto has already supported a few events for the club this year. These include M Club’s Dinner and Dance 2023 cum Annual General Meeting, Breakfast drive to Malacca which facilitated over 50 cars, and even a 4D3N Track Night and Holiday Drive for 50 cars.

The inauguration was commemorated by Mr Ong Pang Yang, President of the M Club of Singapore, and Mr Jason Lim, Managing Director of Eurokars Auto Private Limited.

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

Mercedes-Benz has recently unveiled the new E-Class saloon, and its packing loads of tech and upgrades to stand toe-to-toe with the competition. 

With this new generation, its wheelbase has grown 22mm, and its bold new looks have some people sitting on the fence.

I’m of course talking about the new taillights, which now meet in the middle to emphasise the width of the car. The new light signature features the German brand’s star motif, and I’m not sure about you, but I do appreciate the predecessor’s more.

Up front, the new E-Class also receives new headlights. These flank a redesigned grille that maintains the same design language as its larger S-Class sibling. This grille will also change looks depending on which trim variant customers pick.

An illuminated surround LED array is now available for the first time too, lighting up as part of the welcome and leaving animation, and it works in tandem with the daytime running lights when driving.

Step into the cabin and the first thing that would immediately catch your eye is the new third-generation MBUX setup. Dubbed the MBUX Superscreen, you can spec your E-Class with an optional passenger display. MBUX also now gets icons which are colour-coded so they will be familiar to smartphone users.

To make life easier for users and developers alike, this new MBUX system will also support the installation of third-party apps. Nice!

The updated MBUX system can remember routines too, making life more convenient for owners. For example, users can set the car up to turn on the climate control to a given temperature and turn on the seat heating just by activating a single command. 

With tighter emission standards globally, the new E-Class receives a new mild-hybrid powertrain option – a 201 bhp 2.0-litre mild-hybrid powerplant.

Peak torque is rated at 320Nm, and its integrated electrical starter-generator now pushes out an additional 23 bhp. This combo will be paired to a 9-speed automatic gearbox and enable the car to complete the century sprint in a brisk 7.5 seconds.

The E-Class will also be offered as an E300e plug-in hybrid (PHEV), pushing out 308 bhp and 550 Nm of torque. An E400e PHEV will also be available, pushing these figures to 375 bhp and 650 Nm of torque. Both these variants will come with an integrated 25.4kWh battery for electrical support.

No details have been revealed by Mercedes-Benz on when the E-Class will arrive on our shores, but we’re speculating it’ll arrive sometime in Q4 2023.

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

Porsche has recently updated its Cayenne lineup, bestowing the model with a tech refresh as well as improvements to its handling and performance. “It’s one of the most extensive product upgrades in the history of Porsche,” says Michael Schätzle, Vice President, Cayenne Product Line.

A Driver-focused Experience

To make drivers feel more engaged while at the wheel, Porsche has integrated a completely revised display and control concept into the new Cayenne. Dubbed the latest iteration of the Porsche Driver Experience, this was first introduced in the Porsche Taycan, and focuses on streamlining driver functionality in the vehicle.

Functions that a driver may potentially use frequently are located directly on or immediately next to the steering wheel. This enables key controls to be within easy reach, while also making room on the new centre console for storage compartments and a larger HVAC controller. I really appreciate the mechanical switches and dials, as opposed to clumping every little function onto a screen.

This is actually a key feature of the new Porsche Driver Experience, where designers are targeting the right balance between digital and analogue elements.

The driver’s instrument cluster is now a fully digital 12.6-inch curved display, with a head-up display available as an add-on option. For infotainment and other settings, a 12.3-inch Porsche Communication Management (PCM) display now blends seamlessly into the new dashboard. Native apps such as Spotify^® and Apple Music^® are provided to optimise connectivity in the new Cayenne.

If two screens aren’t enough for you, a new 10.9-inch display is now available for the passenger side. Performance driving data can be displayed here, or it can provide separate access to the infotainment system controls and, depending on the market, the option of streaming video content on the road. A special foil ensures that the driver cannot see this display, so no peeking whilst you are driving.

Porsche has also introduced an air quality system in the new Cayenne. With the standard fittings, the vehicle uses predictive navigation data to detect approaching tunnel entrances and automatically activates air recirculation.

Optionally, an additional sensor detects the level of fine dust particles in the air and passes it through a fine dust filter multiple times if necessary. Furthermore, an ioniser works in tandem to remove germs and pollutants from the air. If you live in densely populated areas, this might be a good option to add.

The Cayenne also now comes with a comprehensive range of new and optimised assistance systems. Drivers can utilise the active speed limiter, swerve assist, cornering assist, and the improved Porsche InnoDrive as part of the adaptive cruise control suite. Perfect should you encounter jams while on your journey. 

Park Assist is also on hand to aid drivers with parking. The system includes a reversing camera alongside front and rear sensors as standard.

Refined Exterior

The new Porsche Cayenne has also received some exterior updates. A new front end design with arched wings, bonnet and standard Matrix LED headlights give the car some much needed muscle appeal. The rear end is now cleaner overall too, thanks to three-dimensional designed tail lights, a new rear apron and an uncluttered rear diffuser zone.

Customers can also opt for three new colours, optional lightweight sports packages, and a new extensive range of 20, 21, and 22-inch wheels, so you can be sure your new Cayenne will be unique to you.

Packs a punch when you want it to

Porsche now equips the Cayenne with Porsche Active Suspension Management (PASM) as standard, enabling optimised performance in all driving situations.

For those who yearn for more, an optional adaptive air suspension with 2-chamber, 2-valve technology can be specified, improving the overall driving experience. The adaptive air suspension improves driving precision and performance, reducing body movements in dynamic driving situations. 

Did someone say more power?

The new Cayenne will arrive with three different engine variants. The base model comes with a 3-litre V6 turbo engine that pumps out 348bhp and 500Nm of torque.

The 6-cylinder heart also forms the petrol base for the powertrain of the Cayenne E-Hybrid. Working in tandem with a new electric motor that has been improved to pump out 174bhp, the combined output has now increased to 463bhp. A new 25.9 kWh battery offers up to 90 kilometres of electric range (WLTP). Plus, a new 11 kW on-board charger now shortens charging time to less than two and a half hours despite the bigger battery capacity. 

Instead of downsizing, a refinement of the 4-litre V8 bi-turbo engine now replaces the previous V6 configuration in the Cayenne S. With a maximum output of 468bhp and 600Nm of torque, it can complete the century sprint in just 4.7 seconds, rocking up all the way to 273 km/h.

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