A Sedan That Drives Like Something More

After a short experience with the Model Y during a recent shoot, I just had to get myself behind the wheel of the Model 3. Tesla Singapore was kind enough to arrange a week-long drive in the latest Long Range variant. Rear-wheel-drive, more power (315 bhp) than the two other RWD models, and a lighter battery despite having more range; the specs alone were tantalising.

From the moment I set off, the Model 3 Long Range felt properly sorted. The turn-in is sharp, the handling is poised, and the suspension and damping tell you that this is no half-baked EV. Steering weight is good, so the car responds to direction changes with purpose. On Singapore roads, that quick reflex translates into confidence even when you’re weaving through traffic or tackling tighter corners.

Ageing EV stereotypes of floaty ride and vague steering do not apply here. At the same time, the ride is comfortable for daily use. It strikes a delicate balance between dynamics and usability.

Real-World Range That Surprised Me

According to the official specifications, the Model 3 Long Range is capable of travelling up to 750 km in WLTP terms, provided the right wheels (18-inch) and conditions are met. Our test car had the sexy 19s (so 691 km instead). During my time with it, I used 30% of the battery and achieved nearly 180 km, which, based on rough maths, suggests a real-world range of more than 600 km. That is wild for a sedan.

Of course, real-world driving in Singapore, with air conditioning, traffic, heat, and stops, means you will encounter variation. However, hitting that kind of distance gives you confidence that this car can handle long drives, not just the daily commute.

Brand Evolution and Presence

Tesla is now part of the mainstream conversation. Back then, the Roadster felt novel and niche. Today, the Model 3 carries the “best-selling sedan in Singapore” tag for good reason. It has matured in all the right ways. The brand has gained traction, the network has expanded, and the car itself feels more reasoned rather than over-hyped.

What It’s Like on the Road

In everyday driving, the Model 3 Long Range gives you the best of both worlds. Quiet and refined at moderate speeds, and when you press on, you feel the immediacy of electric torque. There is less drama than in the older Roadster days, but more finesse in how everything works together. Handling, steering and ride all feel cohesive. If you enjoy performance and you also want a practical, grown-up car, this ticks a lot of boxes.

Why It Matters in Singapore

For the Singapore market, the sedan form-factor still has appeal. The Model 3 combines that with EV benefits. Given how often I write about performance cars, electric cars and innovation, having this level of performance in a sedan is notable. The fact that it remains the best-selling sedan shows it makes sense to buyers here. It also presents a solution to those who have range anxiety when travelling in Malaysia. Now you can easily drive to KL or even Ipoh on a single charge.

Final Thoughts

Many electric cars require you to adapt your mindset. The Model 3 Long Range doesn’t feel like a compromise. It feels like a genuine evolution. From my early days driving the Roadster to now piloting this car, Tesla’s journey has been credible, and the Model 3 Long Range is the strongest chapter yet. If you are looking for a performance-oriented EV sedan that delivers and is reliable for daily use, I recommend giving this a strong look.

Technical Specifications

Tesla Model 3 Long Range (A)

Powertrain: Electric Motor | Rear Wheel Drive

Power: 315 bhp

Battery Type: Long Range

Torque: 450 Nm

Gearbox: Single-Speed (A)

0-100km/h: 5.2 Seconds

Weight: 1,747 kg

Battery Capacity: 84 kWh

Drive Range: 750 km on 18-inch wheels | 691 km on 19-inch wheels (claimed)

Energy Consumption: 7.4km/kWh (claimed)

Price: S$217,216 with COE (accurate at the time of this article)

But let’s be real, in a market already flooded with EV heavyweights, the G6 has a tough crowd to win over.

So, what does Xpeng bring to the table? For starters, there’s a big screen inside, a trendy light bar outside, and a tech entrepreneur at the helm of the company, no less.

All very nice things. But, can the G6 stand out from the sea of new EVs that have recently hit the market?

Robo-cop

The XPeng G6 has a smooth and sleek facade, reminiscent of a cross between the Hyundai Kona EV and the Tesla Model Y. While it may not immediately stand out, its Macintosh-inspired looks do garner second glances from passersby.

There are two versions on offer for Singapore-bound units – Standard Range or Long Range. Both share 440Nm of torque, but the Long Range variant benefits from 282bhp, a slight bump from the 255bhp found on the Standard.

As with most EVs, acceleration is brisk and instant. You’ll easily win other folks in a traffic light drag race, since it only takes 6.2 seconds to hit the century mark.

How does it fare on the roads?

The G6 isn’t here to wow you with Tesla-like theatrics, but it gets the job done. The ride is on the firmer side, but not uncomfortably so, and the handling is competent. There’s plenty of grip, and the traction control does its job well enough.

What it lacks, though, is personality; the steering feels a little dead, and there’s no real sense of excitement behind the wheel. It’s more vanilla than va-va-voom, but vanilla is what most folks prefer anyway.

The G6 is quiet and composed at highway speeds. There’s a coasting mode for regenerative braking, and while the X-Pedal mode delivers strong regen, it won’t bring the car to a complete stop. A little more engagement would’ve been nice.

Tech aplenty

One of the bigger appeals of the G6 is the amount of tech you get for your dollar. The suite of sensors in this car can pick out subtle differences in its environment, even distinguishing between solid and dotted lane markings, It knows the direction a stationary car is facing and even notices if the vehicle next to you has its indicators on.

An array of cameras are dotted around the car, and these help the G6 perform functions like auto-parking. You just tap a button on the touchscreen to confirm the parking spot, sit back, and watch as the car smoothly wiggles its way in. This is arguably the smoothest auto-parking assistant I’ve ever come across in a car locally. Bravo XPeng.

To prevent distractions from other occupants, there are speakers embedded within the headrests, which discreetly sound out updates from the car. Really helpful when you’re trying to listen to Google Maps whilst your passenger is blasting off some tunes in the car.

You don’t have to worry about charging

One of the G6’s aces is its 800V architecture. That’s the same lightning-quick charging tech we’ve seen in premium models like the Porsche Taycan and Hyundai EV6.

Translated, whether you spring for the 66kWh or the bigger 87.5kWh battery, you’re looking at a 10-80% charge in just 20 minutes.

During my stint, I managed to average 17.8kWh/100km, which is pretty much bang on with what XPeng touts the G6 can do. The figures are impressive, and with a gentler foot, I reckon some folks can easily strive for lower numbers.

Does cheaper mean compromised quality?

Now, you’d think a lower price tag means you’re getting a cut-rate experience. But, I’m happy to report that the G6 holds its own.

While the design might not blow your socks off, the interior is far from shabby. Soft-touch materials, thoughtful storage, and a large touchscreen give off a pleasant, unpretentious vibe. 

It’s the kind of car that is approachable to folks who are warming up to new-generation tech.

Having suffered through clunky interfaces in other Chinese EVs like BYDs and Zeekrs, the G6’s UI is actually not bad.

There are a few awkward English translations, but the overall experience is pretty straightforward. A far cry from the labyrinthine systems we’ve seen elsewhere.

While the centre console is a tad high and slightly intrusive, the rest of the cabin is spacious. A posse of five can easily fit and travel in comfort, whilst all of their belongings are tucked away in the 571-litre boot.

A sensible choice

Overall, the Xpeng G6 is a good all-rounder. It does everything you’d expect an electric SUV to do, and it does it without fuss.

But, unfortunately, it doesn’t stand out enough. In a sea of EVs, it feels like Xpeng’s biggest challenge isn’t the product itself but convincing people to take notice.

It’s not flashy, it doesn’t scream for attention, and it won’t blow your mind with cutting-edge innovation. But maybe that’s its strength – it’s a no-nonsense, well-rounded EV that just happens to be cheaper than the big names.

Where everything else is dialled up to 11, that might just be refreshing enough to win over drivers looking for a straightforward electric ride. No gimmicks, no fuss – just an EV that ticks the boxes for less money.

Technical Specifications

XPeng G6 (Long Range)

Powertrain: Single Electric Motor
Drivetrain: Rear-Wheel Drive
Power: 210 kW (282 bhp)
Torque: 440 Nm
Gearbox: Single-Speed (A)
Acceleration: 6.2 Seconds (0-100km/h)
Battery Capacity: 87.5 kWh
Drive Range: 570 km (claimed)
Energy Consumption: 5.7 km/kWh (claimed)

Price: S$242,999 with COE (accurate at the time of this article)
Contact: XPeng 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)

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

Imagine: You are someone who is looking to snag up a new EV, but not just any EV. This EV has to be fast and agile, with enough power to rocket off into the sunset.

However, you are also in the market for something sensible. Something that isn’t too brash or outlandish, and can even convince your strict mother-in-law that you made a wise and mature decision.

You need something that is discreet, yet has speed and power. Welcome then, to the Polestar 2 Dual Motor. 

It takes two to tango

Picture this. You pull up to a stop light and notice the flamboyant youth in his questionably tuned import pull up alongside. He takes one look at your car and scoffs, thinking to himself “My car will eat this uncle for breakfast.”

Now, watch as his excitement quickly turns into downright shock as you rocket off the line at breakneck speeds, much to the bewilderment of both him and other onlookers. The Polestar 2 may not look the part, but it can definitely stand toe to toe with even the most flashy supercars.

As soon as you step on the fun pedal, you unleash 300kW (or 402bhp) worth of raw power to a pair of beefy electric motors. Couple this with an equally impressive 660Nm of torque, and your mind needs a second or two to comprehend why you just exceeded the speed limit. 

How fast can you get a speeding ticket in this thing? All you need is 4.7 seconds, which is all this car needs to rock up the century sprint. Assuming you blatantly disregard any imposing speed limits, you can even push the Polestar 2 up to 205km/h. (For the record, we do not condone speeding)

Plus, with the extended long-range 78kWh battery pack that is good for around 480km, you have plenty of power to both commute around Singapore and smoke unsuspecting victims off the line. Even with less-than-stellar efficiency driving habits, I still managed to garner an average of 20.7kWh/100km in the Polestar 2, which is pretty impressive. Be frugal with the throttle, and I’m confident you will be able to achieve sub-19s.

With customisable Ohlins suspension and low-profile 20-inch wheels, the Polestar 2 can be introduced to any corner at any speed you fancy, and come out the other side still looking composed. Just ignore the lingering echoes of tyre squealing.

While the car is set up nicely to tackle corners, it isn’t as proficient in offering a smooth ride on gentle cruising trips. It can take a hit, but sharper undulations in the road can send jolts up your spine.

If you know, you know

It may not have the same aggressive and razor-sharp looks as other performance EVs, but that’s where the Polestar 2 shines. Like that quiet kid who sits at the back of the classroom and looks unassuming, but secretly has ripped muscles and an extremely well-toned body.

The Polestar 2 has that “If you know, you know” look, and its clean-shaven looks prevent you from being a target of the usual street light drag race gang. The car takes a lot of design cues from its parent company Volvo but adds on a jacked-up ride height and a swooping fastback-esque tailgate.

A rear light bar integrated into the taillights completes the car’s distinctive silhouette, and the 19-inch rims allow sneak peeks of the bright orange Ohlins suspension. It also lets others around you know that you bought the full 50-calibre dual motor bad boy.

Plenty of appeal on the outside, and it can disguise itself incognito in any carpark. Stealth wealth in all the right places, what’s not to love?

Sensible attention to detail

The inside of the Polestar 2 is as well thought out as a sleek new Macintosh. Familiar Volvo elements harmonise with Polestar’s own touches to create a lean cabin that does away with all of the excess. 

Polestar went with a unique design for their digital instrument cluster. There are no dials, instead, you simply get a power meter and a speed reading. It honestly looks like a game of Pong, with that retro Atari look. Simple and classy.

The Android-based infotainment system differs slightly from what you get from the parent Swedish company. With new updates, it now supports Apple CarPlay, a relief for the large majority of fruit users. But, should you not wish to connect your smartphone, you can log into various applications like the Google Play Store and Spotify, and the car can use these apps independently. 

Google Assistant works like a charm, and you can even download games from the Google Play store. To pass the time while you’re charging, of course.

The Swedes are masters at sneaking in little trinkets of Scandinavian design cues throughout the cabin, and it doesn’t take long to locate them. Look up, and the Polestar logo is projected onto the roof, much like a Northern star. Dust covers shun dirt away from USB-C ports, and ambient lighting is a subtle but ever-present affair, which gives the interior a warm, fuzzy feeling.

Being electric, the Polestar 2 is made out of sustainable materials. The entire cabin is vegan, down to the leather and trim pieces. 

A large panoramic moonroof dominates the, well, roof of the Polestar 2. There’s no sunshade to cover it,  but you shouldn’t be overly worried about the dreaded scorching rays of the Sun. Polestar has fitted this panel with extreme tinting, something which would traditionally get you stopped by your friendly LTA professional. This tint works wonders and does a good job of keeping radiant heat out.

Rear occupancy is where the Polestar 2 falls slightly short. The rear door aperture is a little tight, making ingress and egress tough occasions, especially for those who have mobility issues. Due to the tapered roofline, headroom may be an issue for taller folk too. 

Once it’s set up, it’s as easy as Polestar 1 2 3

A liftback tailgate offers copious access to the boot, and 405 litres worth of space is sufficient for most cargo applications. For those furniture runs to IKEA, you can fold the seats down 60:40, bestowing you with a cavernous 1095 litres of cargo room.

Small window apertures may hinder rear visibility, but a 360 camera is on hand to aid parking manoeuvres. 

The Polestar 2 is rudimentary easy to operate and does not have a start/stop ignition button. Instead, weight sensors in the driver’s seat enable the user to switch gears. It’s as simple as getting in and setting off, which begs the question of why push-start buttons are around for EVs in the first place.

As soon as you “kick it into gear”, the infotainment system flickers into life and gets everything connected up and ready to go. It can be a hindrance to getting everything set up initially, but once you get everything squared away, it’s a breeze to operate.

A toast to the sensible (and mighty fast) one

The more we drive EVs, the more we come to realise that it isn’t power figures or efficiency ratings we are chasing, but rather driving soul. Having tested a plethora of EVs, it’s a sad reality when most of them are just plain jane. It’s essentially the same formula: giddy acceleration, eerie quietness and high-tech gizmos.

But, the Polestar 2 is different. It invokes a unique sense of driving fun that is intoxicating each time you get behind the wheel. This is a car you wake up to and get excited about hitting the open road. For most people, the single-motor standard range variant is more than plenty. But, for those who crave more, something that can take their breath away (literally), the answer is obvious.

It may not be the fastest EV out there, nor the flashiest looking. But, with its sensible outlook keeping its speedy outer ego away from prying eyes, the Polestar 2 has a special place in my heart.

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