This marks the end of an era for two brands that, while not volume sellers, carried a certain character and charm.  

For existing customers, however, there is some respite. Capella Auto has committed to maintaining aftersales support, including servicing, repairs, and warranty claims, until mid-2025. But once the last unit leaves the showroom, Alfa Romeo and Jeep will officially bid farewell to Singapore’s roads (at least for now).  

Over the last three years, Alfa Romeo and Jeep have struggled to gain traction, with each brand selling fewer than 25 units annually. Compare that to BMW, which registered 5,042 units in 2024 alone, and the contrast is stark.   

Capella Auto’s decision didn’t happen overnight. In December 2024, the company moved its Alfa Romeo and Jeep showrooms from 1 Chang Charn Road in Bukit Merah to 30 Leng Kee Road, integrating them with their maintenance workshop.

A downsizing move, perhaps, or the first step in an eventual exit strategy.

Alfa Romeo and Jeep, both part of the Stellantis group, which also owns Citroën, Peugeot, and Opel, have struggled with positioning in Singapore’s highly competitive market. 

Alfa Romeo and Jeep have never been mainstream choices in Singapore. Enthusiasts may wax lyrical about the soulful driving dynamics of an Alfa or the rugged adventure-ready persona of a Jeep, but in a city where practicality, badge prestige, and resale value dominate buying decisions, neither brand ever really cemented its place.

The reality is brand perception matters. Alfa Romeo, despite its rich Italian heritage, lacks name recognition in Singapore, while Jeep, ironically, a name synonymous with SUVs, struggles with model awareness.

The departure of Alfa Romeo and Jeep is just another chapter in the ever-evolving world of car distributorships in Singapore.

In 2023, Vertex Automobile stopped representing Spanish marque Seat, leaving Volkswagen Group Singapore to handle aftersales. New Seat models are no longer available here. 

For buyers of niche brands, this is a familiar story; one where supply, demand, and long-term viability don’t always align.   

With Capella Auto exiting by mid-year, the future of Alfa Romeo and Jeep in Singapore remains uncertain. Will another dealership take over? Or will Stellantis, like it has done in some markets, shift to a direct sales model?  

For now, it’s business as usual, at least until the last car is sold. If you’ve ever dreamed of owning an Alfa Romeo’s seductive curves or a Jeep’s go-anywhere spirit, now might be your final chance.  

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Off-road capable SUVs have seen a huge market shift in recent years. There are still a handful of SUVs that can scale a rock face at your earliest convenience, but most of the crop has since become jacked-up city cruisers festooned with new tech and creature comforts.

These ‘posers’ might not be good offroad, but consumers are opening their wallets in droves to drive off the lot in the latest and greatest in tall luxury.

Jeep could have done the same with the Grand Cherokee, but even with a shift towards luxury, the Grand Cherokee L retains that quintessential Jeep status quo to take on the wild when called upon.

The Jeep Grand Cherokee L presents a facade that respects its roots. It continues to embrace its iconic boxy shape, now refined with chiselled lines that add a touch of modernity without straying into the ephemeral realms of futuristic design.

The front is dominated by Jeep’s legendary grille, and surrounded by a suite of LED lights that assert its presence on any road—or off it.

Sitting proudly on 20-inch wheels, which look almost modest in its large wheel arches, the Grand Cherokee L’s stature is imposing. It manages to strike that rare balance; sophisticated yet rugged, contemporary yet timeless.

Stepping into the 2024 Jeep Grand Cherokee L is like entering a well-appointed living room. The expansive interior is a showcase of plush leather and polished wood, creating an ambience that’s both luxurious and robust. 

Jeep has mastered the fine art of crafting an SUV that feels as grand inside as it looks from the outside with this iteration.

The thrones in the front row are equipped with everything from cooling to massage functions, catering to your every whim. Meanwhile, the second row isn’t left behind, now featuring heating options and enhanced by the ability to flatten at the touch of a button. 

Because this is the Cherokee L, you get three rows for occupant hauling. The third row is respectably large thanks to the tall roofline, so you can even chuck a few smaller adults in the back and they wouldn’t really complain.

Even with the seats up, the boot can still manage a golf bag or two. This flexibility is key in an SUV where the daily demands can range from carrying passengers to hauling cargo. 

The infotainment system has received a much-needed overhaul, making it more user-friendly. The 10.1-inch touchscreen is responsive and smartly accompanied by quick menu buttons below, streamlining the user interface while still providing physical controls for those who prefer them.

Jeep’s new gear rotary dial is easy to use, albeit a bit too sensitive at times. The plethora of cameras and sensors makes parking the hefty SUV a less daunting task, providing a 360-degree view that ensures you fit into those tight spots without a hitch.

While it may not include a wireless charger, the Grand Cherokee L doesn’t skimp on connectivity, offering an array of USB ports and even a 120V outlet to keep all your devices charged up and ready to go.

The original Grand Cherokee I tested a while back only had a measly 4-pot up front, which was woefully underpowered given the car’s heft. The Cherokee L thankfully steps it up to a Pentastar V6, so calm down blue-blooded Americans.

The V6 musters 282hp and 344Nm of torque, hitting the century mark in 7.7 seconds. Despite its substantial size, the Cherokee L’s ability to swiftly zip from zero to hero is pretty impressive.

Partnered with an 8-speed automatic gearbox, this SUV shifts seamlessly from a composed cruiser to a spirited sprinter when you’re racing against time to catch a flight or get to the kids’ soccer game on time, albeit with high revs and dwindling fuel economy.

Ride quality in the Cherokee L is generally plush, thanks to its soft suspension setup perfect for taming the less-tamed trails. Off-road, it’s an absolute beast, confident on terrains that would make other SUVs quiver.

You’ve got a range of four-wheel-drive options that can handle anything from mild dirt tracks to the sort of rocky ascents that would seem more at home in a mountain goat’s daily commute.

But, high-speed cornering introduces more body roll than a barrel down a hill, and maintaining high speeds on the highway can be nerve-wracking, with every steering adjustment and bump in the road sending ripples through the cabin.

Yet, despite its bulk, the Grand Cherokee L is surprisingly manageable in tighter spaces, thanks to its expansive mirrors and minimal blind spots. It’s even decked out with sensors and a 360-degree camera to keep those pesky motorbike ninjas in check.

However, while Jeep’s lane keep assist does provide an extra layer of safety, its performance can be hit-or-miss on our narrower roads, often leading to a tussle for control when changing lanes.

The Jeep Grand Cherokee L is not just another fake sporty SUV, and its trail-conquering ability gives it genuine clout that most other posers can only dream of.

This is where Jeeps gets compelling. The Grand Cherokee L doesn’t just promise the comfort expected in city commutes or highway jaunts; it also pledges to keep its end of the bargain when the road turns to trail. 

That is why this is arguably the best Grand Cherokee Jeep has ever produced. And it’s one that can square up to the competition and win.

Technical Specifications

Jeep Grand Cherokee L

Engine: 3,604cc Pentastar V6
Power: 282bhp
Torque: 344Nm
Drive Type: Selectable All-Wheel Drive
Gearbox: 8-Speed Automatic 
0-100km/h: 7.7 seconds (claimed)
Top Speed: 210km/h
Fuel Economy: 8.3km/L (claimed)

Price: S$380,888 (Limited), S$430,888 (Summit Reserve), both with COE (accurate at the time of this article)
Contact: Jeep Singapore

Photo Credits: Sean Loo (@auto.driven)

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SUVs have seen a huge market shift in recent years. What was once a tool that can traverse harsh terrains without breaking a sweat has now transformed into city-dwelling ‘Chelsea Tractors’ that disintegrate at the first sign of anything other than tarmac.

There is still a rare bunch of SUVs that can scale a rock face at your earliest convenience, but most of the crop have since become jacked-up people carriers festooned with new tech and creature comforts. They might not be good offroad, but consumers are opening their wallets in droves to drive off the lot in the latest and greatest in tall luxury. So what if you wanted both?

Well, the obvious choice would be to get something like a Range Rover or G-Wagon, but what if you wanted something patriotic?

Well my friends, let me introduce you to Jeep’s all-new Grand Cherokee.

Go big or go home

It’s no secret that everything in America is bigger, and this saying is exemplified when you first lay eyes on the Grand Cherokee.

This new generation continues the boxy facade the Cherokee is known for, but adds chiselled looks to give it added musculature appeal. Jeep has chosen to take the more conservative route, instead of going all out with a futuristic design that may inadvertently spoil the looks of the car. 

The car sits tall and proud, imposing others with its large array of LED lights – headlights, fog lamps, DRLs, tail lights, its got them all. Jeep’s iconic grille sits front and centre, rocking up with a new modern aesthetic that gives the Cherokee some added opulent appeal.

Large wheel arches make the 20-inch wheels tiny in comparison, and the rear is a little more subdued, with a relatively clean facade that tapers off the roofline nicely. 

Overall, the designers really pulled this one off well, managing to marry sophistication with dashes of all-American heritage. If you wanted a discreet enough SUV, yet want to surprise others each time you pull up next to them at a set of lights, the Grand Cherokee is a prime candidate.

Space for days

Space is not just great in this, it’s lavish.

All that bulk on the outside translates to copious amounts of room on the inside. Climb up into the cockpit, and you’ll find yourself sitting in a smorgasbord of leather and wood.

The large and commanding steering wheel feels good in the hands, and you also get nice tactile buttons for toggling various multi-media settings. The only thing tiny in the cabin are the paddle shifters, almost looking as if they’re attempting to stay out of sight. 

Jeep’s previous generation UConnect infotainment was lacklustre at best, giving you tons of functionality in a less-than-ideal setup. This new iteration of UConnect irons out a lot of the former issues, and the car’s entertainment is now much more refined than its predecessors.

The 10.1-inch touchscreen works a treat, and quick menu buttons are located underneath to cycle between certain menus easily. These do eat into your screen real estate a little, but for the sake of added convenience, I really don’t mind them. You can toggle entertainment and HVAC controls via this screen too, or use physical controls located beneath it. Good job Jeep.

A lone rotary gear dial sits smack in the middle of the centre console, pairing up with the drive mode switch. Gears are selected easily enough, but I do get the inclination that the gears are a little too easy to switch. If you’re not attentive, you might rock into the wrong gear by accident.

It isn’t entirely polished, but the Grand Cherokee is a big step forward in Jeep’s book, epitomising flaws found in older models.

Easy as Sunday brunch

Despite its heft, the Jeep Grand Cherokee is actually a doddle to manoeuvre on our local roads. Side mirrors on this thing are massive, making it an absolute breeze to glance at other road users in your immediate surroundings.

The relatively thin body pillars all-round help minimise blind spots too, and there are even blind-spot sensors for those ninja motorcycle riders.

The lack of a tapered roofline and abundant legroom bestows rear passengers with tons of space, allowing 3, even 4 Asian adults, to hang out in the back with sufficient comfort. I mean, the generous space offerings are probably due to the plus-sized nature of this car’s original demographic.

Rear cameras are crisp, with a myriad of sensors that detect your every move. The 360-degree camera also makes it easy to weasel all 2.1 tonnes of Cherokee into tricky parking spaces.

No wireless charger is included, but front runners get a pair of USB A and C ports alongside a 12V outlet. Rear occupants are even better treated, with a similar pair of ports each plus an actual 120V US-spec outlet for plugging in devices.

Jeep does provide other safety features like lane keep assist (LKA), but due to the narrower widths of our local roads, this system doesn’t work as well as hoped. Detections are hit-and-miss, and a major bit of frustration comes from changing lanes.

In other cars, as soon as you start signalling the LKA system temporarily disables itself, but in the Grand Cherokee half the time it remains active. What ensues is a battle between you and the car to switch lanes, and it is extremely frustrating at times. 

Jeep-Lite

No V8, not even a V6 in this rendition of the Jeep Grand Cherokee. Some blue-blooded Americans might call it sacrilegious, but this 2-litre specced variant is intentionally chosen for our local car climate.

Despite its comparatively tiny stature, this 2-litre 4-pot still churns out a respectable 268bhp and 400Nm of torque. This torque is available at just 3000rpm too, or in Jeep terms whenever you step on the gas in this thing.

Don’t be fooled by its size, as the Grand Cherokee still has the potency to move off in a jiffy. As long as you are locked and loaded in the right gear, the low-end grunt and turbo assistance enables the car to briskly dominate any available space on the roads, and keep up with most other vehicles, albeit with high revs and dwindling fuel economy.

Of course, you cannot ask for an infinite amount of power from the peppy little 4-pot. At full chat, the Grand Cherokee can rock the century sprint in 8.2 seconds, and go on to clinch a top speed of 210km/h. Although, I don’t think you would want to do those speeds anyway. I’ll even throw in a pint if you do.

Speeding fines and jail time aside, the Cherokee has pretty soft and plush suspension, which is ideal should you want to traverse any sort of terrain that isn’t smooth tarmac. The springs neutralise any unsuspecting undulations in your path, presenting you with ride comfort that’s equivalent to riding on a cloud.

Off-road, it’s terrific. And as with most proper 4x4s, you will probably run out of bravery before it runs out of ability. 

But, this same setup isn’t as ideal should you wish to wring the car into a corner at less-than-ideal speeds. Subjecting the car to this will result in bouts of body roll, and the car needs a considerable amount of effort to be settled again. Maintaining excessive highway speeds is also a unique experience in itself. Any little twitch in the steering or bump in the road will cause the Cherokee to bounce, and that really isn’t the most fun when you are other road users all around you.

Taking the Cherokee offroad? By all means. Taking it to the track or a nice curvy b-road? This is better off as a support vehicle.

A taste of freedom

Though it might not be entirely squared away, the Jeep Grand Cherokee is arguably the most polished Jeep model to date, and presents yet another interesting preposition into the luxury SUV raffle. 

But faced with stiff competition from famed European automakers, why would someone consider this American brute then? Well, it is a generous size-up from what you can walk away with for similar money from the German luxury collective, so you do get a lot of car for your hard-earned dollar.

Or perhaps you want to own a Jeep precisely so you don’t have to pander to the social norms anchoring you from experiencing true freedom. Why follow the masses and jump on the bandwagon, when you could be different?

If that’s what you’re after, then the Jeep Grand Cherokee is something that should be on your radar.

Jeep Grand Cherokee

Engine: 1,955cc Turbocharged In-line 4

Power: 264bhp

Torque: 400Nm

Gearbox: 8-Speed Automatic, Selectable All-Wheel Drive 

0-100km/h: 8.2 seconds (claimed)

Top Speed: 210km/h

Fuel Economy: 10.3km/L (claimed)

Price: S$368,888 with COE (accurate at the time of this article)

Contact: Jeep Singapore

Photo Credits: Sean Loo (@auto.driven)

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The fifth-generation Jeep Grand Cherokee is now finally on our shores, having first been revealed back in 2022. This is Jeep’s answer to luxury off-road SUVs like the Land Rover Discovery Sport, and it’s arriving at the party with a new engine variant and technology to boot.

Sensible powertrain

While US-spec Grand Cherokees receive bigger 3.6-litre V6 Pentastar or 5.7-litre Hemi V8 engine trims, the variant destined for Singapore only get the sensible 2.0-litre turbocharged 4-cylinder engine, most probably due to the exorbitant road taxes here.

Still, this 2-litre porker can churn out 268 bhp and 400 Nm of torque. Power will be sent to all four wheels via an 8-speed automatic gearbox.

Being a Jeep, the new Cherokee does feature Jeep’s Selec Terrain traction management system with switchable 4X4 drive modes, giving it true off-road abilities that can conquer virtually any terrain in Singapore.

It’s not all rough and tough either 

Don’t be fooled by its rowdy roots. The new Jeep Grand Cherokee is still an upmarket SUV with luxury features scattered throughout the cabin. The driver’s view is dominated by a 10.1-inch centre infotainment touchscreen alongside a 10.25-inch digital instrument cluster and heads-up display.

Wireless Apple CarPlay and Android Auto are also standard in the car, a big update from the previous generation Jeep infotainment system.

Acoustically treated glass helps reduce road noise, and there’s a two-panel panoramic sunroof that floods extra sunlight into the cabin. The Grand Cherokee is a five-seater, with all seats upholstered in plush capri leather. There is no seven-seater option available at launch, but a three-row Jeep Grand Cherokee with an extended wheelbase is confirmed to be arriving in the later part of 2023. 

As with most modern cars, the Jeep Grand Cherokee now comes standard with a full suite of active safety systems. This includes:

• Adaptive cruise control with stop and go
• Active lane management
• Blind spot and cross-path detection
• Full-speed forward collision warning plus
• Intersection collision assist system

Interested?

The Jeep Grand Cherokee is now available in Jeep Singapore’s showroom, Capella Auto. Its current price is S$372,888 with COE, accurate at the time of writing.

Here on down to Jeep Singapore for a test drive today!

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From its inception, the Jeep Wrangler has always had unique appeal going for it. It’s one of those iconic cars in automotive history that exudes a certain philosophy, and to this day it still refuses to bend its traditional formula in order to conform with the rest of the industry.

A dinosaur in our strange modern times, but one that a lot of like-minded enthusiasts can appreciate. So then, does this brute still have a place on our sterile roads? 

Imposing looks and flexed muscles

Inspired by the OG military Willys Jeeps that ferried allies during World War II, the Jeep Wrangler adorns a rugged, no-nonsense demeanour. Even with little to no additional attachments like jerry cans and floodlights, it’s still an imposing sight on the roads, fitting in worse than a fox in a hen house.

Being massive, you would need to unglamorously clamber into the cabin using the side steps.

You will attract stares as you drive by, mostly due to the raised proportions and massive overhangs. In fact, while this looks normal in the States, everything feels supersized compared to our local econoboxes and compact crossovers.

There are two trim levels available: Sahara and Rubicon, either of which comes with either two doors or four. The Sahara, shown here, is more on-road based in terms of its specification and styling. The Rubicon on the other hand, with different black wheel arches, black roof panels and standard fit 17-inch wheels and knobbly tyres, is the more serious off-road sibling.

As large as these tyres seem to look, the Sahara trim wheels are only 18 inches in diameter. But, they are flanked by massive 70-profile treads, and this cushioning really benefits the Wrangler off-road.

Smorgasbord of eras

It’s not the most spacious or accommodating SUV available today by any stretch, but the Wrangler provides an interesting blend of vintage and modern Jeep character.

Seated close to the upright windshield, front occupants face a narrow squared-off dashboard punctuated by round air vents and chunky switches for the climate-control system, power windows, and infotainment. Every feature is a physical button, which may look outdated in today’s digitalised world, but I am all for it if it benefits usability.

The Jeep Wrangler did get a tech upgrade back in 2019, bestowing the car with an 8.4-inch Uconnect infotainment touchscreen. It is decent to use, but the menus do feel a little confusing at times.

In-built navigation is handy in a pinch, and a 9-speaker Alpine speaker array can be optioned for tunes. Apple CarPlay and Android Auto are also available, albeit in wired form. The instrument cluster is a mix of analogue dials with a small TFT display in the middle, providing you with various assist menus.

The materials that line the cabin are not what you call ‘plush’, but there’s a very good reason for this. Waterproofing is one of the Wrangler’s strong suits, and the cabin is designed to cope with any potential water ingress, either from the sky or from wading in deep bodies of water. Undo some latches, and the roof can be taken completely off, exposing you and your occupants to the outside air. Heck, if you wanted even more fresh air you could pop the doors out if you wanted to, but that’s illegal in Singapore… so we’ll just keep them on. 

Macho Ballet Dancer

Utility is one selling point of the Wrangler, and 12V outlets are scattered throughout the length of the vehicle, which can power tools like auxiliary tyre pumps while off the beaten path. A standard wall socket is even included in the centre console, bestowing rear occupants with the flexibility of powering larger electronic devices. Although, the port appears to be native to the United States.

ISOfix points are available in the rear seats too, should you want to take junior on the scenic route to school in the morning.

Cargo space is aplenty, and the Wrangler features a split tailgate. The lower half hinges open, and you can flip up the top half glass panel to expose the 897 litres at your disposal. There are mounting brackets too for attachments, and you even get a small cubby underneath the boot floor to store your spare roof bolts, in case you forgot where you last placed them. Just remember where you last stowed the roof, as the rear section has to be left behind whilst exploring.

A shallow basin with a drain plug is included under the boot floor, enabling tailgate parties with ice-cold refreshments. There are cubby holes everywhere in the Wrangler, and you can easily stow away items and hide them out of plain sight.

While the Wrangler isn’t the hardest thing to park in the world, extra care is required due to the long overhangs. The sensors and backup camera do a decent job of alerting any incoming obstacles, but relying on your large side mirrors should be a priority.

Once you do manage to squeeze into a lot, to the annoyance of your immediate neighbours, you start to realise just how massive the Wrangler really is. It dwarfs more or less anything else in the carpark or road, and other commuters are lucky if they can even catch a glimpse of your door handle.

A commanding view of the road (or trail) makes for easy manoeuvrability, but the view rearward is obscured by thick roof pillars, roll bars, and various grab handles.

Rock Climber

In a bid to appeal to the mass market, or to possibly evade stringent emissions criteria, the Jeep Wrangler is offered with a 2.0-litre turbo setup, dubbed the Hurricane. No Pentastar V6 or Hemi V8 I’m afraid. Still, the 2-litre porker can still push out 268 bhp and 400 Nm of torque. This is all sent to a selectable all-wheel drive drivetrain, delivered via an 8-speed automatic gearbox.

The selectable gearbox is great, allowing you to toggle between rear-wheel drive, all-wheel drive or low range. Perfect for any adverse terrain conditions. But, if you’re sticking to the tarmac, the Wrangler can achieve a top speed of 199km/h, and complete the century sprint in just 7.3 seconds. Pretty impressive figures for something that is less aerodynamic than a cow.

It does fairly well performance-wise, with enough grunt to help it move along at a decent pace despite the car’s weight. Even with some enthusiastic pedal pressing, it doesn’t feel strained or stretched when you get going. 

Regardless, putting your foot down is not something you would want to do very often with the Wrangler, as driving it is pretty much like being at the helm of a truck. There’s quite a bit of vagueness in the steering, and you end up having to constantly correct yourself just to stay on the straight and narrow. This sensation is especially pronounced when you take it on the expressways.

Replace the tarmac with loose soil and gravel, and that’s where the Wrangler really shines. Being a dedicated off-roader, the Wrangler has the right suspension for any off-road endeavour. These heavy-duty gas shocks effortlessly iron out any undulations in the road, and even gravel tracks feel like smooth tarmac at speed. I could have possibly gone over a kerb or two, but I never felt anything out of place.

You get 269mm of front and 251mm of rear ground clearance, and the off-road geometry of the Wrangler is as follows: 41.8* approach, 21* break-over, and 36.1* departure. Sadly, there is no place in Singapore where we could fully test out the Wrangler’s true off-road capabilities.

Even with its 2.0-litre mild hybrid powertrain, fuel economy is abysmal due to the sheer heft of the Wrangler. Even with a gargantuan 81.4-litre fuel tank, I was only getting around 450km on a theoretical full tank. Gently cruising along garnered me 8.8km/litre, but this quickly dwindled each time I had to apply power more enthusiastically. The fuel sensor in the car is also a little wonky, and it would oftentimes underestimate the amount of fuel remaining in the tank. This induced ‘panic fuel station’ runs, which weren’t honestly necessary once the fuel gauge returned to normal operation. Get to know your regular fuel pump attendants though, as you would probably be seeing them more often in this thing.

It’s fairly obvious that the Wrangler is very much designed for extreme off-road use, with its massive ground clearance and suspension which can take on any sort of road imperfections. With more modern features tagging along, it makes those jungle-bashing adventures just that little bit more liveable and tolerable.

Taking the road less travelled

So, we have concluded that it looks bonkers, it has lacklustre fuel economy, and it’s not the best in creature comforts. But, do these ‘flaws’ convince you to part ways with the Jeep Wrangler and look somewhere else?

Of course not. When you buy the Wrangler, you know exactly what you’re in for. You don’t care about efficiency or a luxurious experience all that much. What you really care for, is the promise of adventure.

If you wanted a no-frills, no-nonsense off-roader, this is it. The quintessential dirt beater that can still be dressed for the town on one day, and outfitted to climb over rocks the next.

Every Wrangler is imbued with Jeep’s all-American heritage, and that sense of freedom is what you truly experience when driving it. Want to brave the rain? Take the roof off. Want a trusty companion to go camping with? She’s all loaded and ready. Want to go exploring? Ain’t no mountain high enough.

The Wrangler is designed specifically for two things. It can take you wherever you want to go, regardless of the terrain. And, it makes you feel special driving it.

This is exactly why I adore it.

Technical Specifications

Jeep Wrangler Sahara 4-Door

Engine: 1,995cc 4-cylinder in-line 16-valve Turbocharged

Power: 268hp

Torque: 400Nm

Gearbox: 8-speed (A), All-wheel drive (Selectable)

0-100km/h: 7.3 seconds (claimed)

Top Speed: 199km/h

Fuel Economy: 11.6km/L (claimed)

Price: S$344,800 with COE (accurate at the time of this article)

Contact: Jeep Singapore

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