How Does ACOTY Define This Class?

Every Sports Utility Vehicle (SUV) that qualifies for this category needs to be powered and propelled solely by electricity from battery packs, and sold with a Category B Certificate of Entitlement (Cat B COE).

Meet The Contenders

Starting off the first of two SUVs from the German giant Mercedes-Benz is the EQS SUV. This is the ultimate luxury cruiser from the marque, with all of the bells and whistles you can think of in a premium vehicle cocoon.

If the EQS SUV is not to your liking, its EQE SUV sibling might do justice for you. Even though it is a “step down” from the EQS SUV, the EQE SUV is still a formidable luxury machine.

Another German fighter is the Audi SQ8 e-tron. This triple motor behemoth trumps most things on the roads, and it still comes with a large cabin and premium appointments for the discerning businessman. Simply lovely.

If Swedish sensibleness is more of your thing, look no further than the Polestar 4. This new-age coupe SUV does away with the rear glass panel entirely, producing a serene cabin bubble for rear occupants.

Rounding out the list is a new and surprising contender: the new Lotus Eletre. Lotus was in dire straits for a good decade or so, but support from parent company Geely has given it new life, and the British marque has since produced some absolutely spectacular cars.

Tough fight, and there’s no clear winner. But…

AutoApp Car Of The Year Best Luxury SUV EV
Lotus Eletre

The Lotus Eletre bags it with 377 points. It’s sleek, futuristic styling and host of standard features gave it enough edge over the competition.

More on the scoring categories used to derive points here.

Congratulations to the Lotus Eletre for winning the AutoApp Car of the Year 2025 Best Luxury SUV EV!

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

How Does ACOTY Define This Class?

A luxury SUV is a Sports Utility Vehicle (SUV) offered as the creme de la creme of a top-shelf brand’s line-up. Pretty straightforward.

Meet The Contenders

Representing the UK and Italy are the Range Rover PHEV (left) and Lamborghini Urus S (right) respectively.

The Range Rover PHEV represents UK’s definitive regal motoring experience in an SUV body shape. With go-anywhere underpinnings, classy upmarket interiors and a ride comfort that will cosset you in the lap of luxury, it’s no wonder then that the British royal family has long had a penchant for Range Rovers.

The Lamborghini Urus S has a different take on luxury SUV-ery. This thing is mental in the way it picks up and goes, as expected of a modern day Lamborghini, with an angry bellow from the exhaust. And it looks the (angry) part too!

But it can also settle into a soft, cossetting ride which is expected of a luxo SUV. Throw in exquisite materials and a wonderful driving position and it’s not hard to see why the Urus S is worthy of your million-plus dollars.

Both are sound, but one was crowned.

AutoApp Car Of The Year Best Luxury SUV
Range Rover PHEV

The winner with 345 points is the Range Rover PHEV. It’s hard to look past the Rangie when it comes to the luxury factor, which it has in oodles.

More on the scoring categories used to derive points here.

Congratulations to the Range Rover PHEV for winning the AutoApp Car of the Year 2025 Best Luxury SUV!

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

On Friday 6 October 2023, the new Lexus LM was launched at the Lexus Boutique at 33 Leng Kee Road. Also newly introduced was the Lexus VIP Lounge.

Ng Khee Siong, Interim Managing Director of Inchcape Singapore, said, “From the very onset, the Inchcape Singapore team has been wholeheartedly dedicated to creating exceptional experiences for all our valued customers.”

“This is in line with Lexus’ core principle of ‘Pushing Boundaries’, as we collectively redefine standards. The all-new Lexus LM represents the pinnacle of ride comfort, and we are delighted to introduce unparalleled Comfort, Control and Confidence to our prestige customers in Singapore. This is also paired with the Lexus VIP Lounge, a private suite exclusively designed to elevate our customer experience at our showroom.”

Gracing the event was Lexus International LM Chief Engineer Mr. Takami Yokoo, who flew in from Japan for this launch. “The all-new Lexus LM was conceived with the concept of a mobile space where individuals can truly be themselves in comfort,” Mr. Takami Yokoo said. Under the guidance of Mr. Yokoo, the Lexus LM was tailored to create a deluxe interior that is as relaxing as a living room with all the convenience of a productive mobile office – exemplifying the brand’s pursuit of Making Luxury Personal. This high-end private oasis of relaxation brings forth the next evolution in luxury transport, reflecting Lexus’ commitment to delivering exceptional experiences.

In keeping with the Lexus Omotenashi hospitality philosophy of welcoming and caring for guests as one would in their own home, Lexus Singapore unveiled the first-ever Lexus VIP Lounge. Designed as an exclusive space to accommodate privileged customers during previews and deliveries, the Lexus VIP Lounge offers a touch of personalised service, and access to the suite will be exclusively by invitation and appointment only.

Built upon Toyota’s GA-K platform and powered by a 2.5-litre hybrid engine that puts out a combined 247hp and 239Nm of torque, the LM 350h has been tuned for quietness and comfort of its occupants. To counter road noise around the tyres, the engine and its related mounts underwent precise tuning to reduce vibrations while acoustic glass was used to help reduce high-frequency wind noise.

In a first for Lexus, the LM features an “AVS Suspension with Frequency-Sensitive Piston Valve” and “Rear Comfort” drive mode. The former combines an Adaptive Variable Suspension (AVS) actuator and a frequency-sensitive piston valve in the shock absorber to provide excellent ride quality regardless of speed, achieved by meticulously dampening and reducing vibration over a wide range of frequencies.

The latter enables an emphasis on rear-seat comfort through the dampening force characteristics of the AVS, while integrated control of the accelerator pedal and brake is said to reduce occupants’ posture changes during acceleration and deceleration. We’ll know more when we drive the LM.

The middle row features two captain’s chairs for supreme comfort and VIP-ness. For example, “Rear Climate Concierge” is a one-stop integrated control that ensures the luxurious cabin environment is precisely controlled for elements such as air-conditioning, sunshades, ambient illumination and seat position.

The chairs themselves feature two types of shock-absorbing materials for gentle support from standstill to motion.

A 14-inch ceiling mounted high-definition rear screen, in combination with the bespoke Mark Levinson Reference 3D Surround Sound System with 21 speakers allow rear seat occupants to indulge in their favourite tunes or movies while on the move.

Furthermore, a panoramic roof with dual individual panoramic glass located just above the rear seats lends airiness to the cabin.

Passengers can control either of the roof windows or both effortlessly via switches on the front or rear overhead console and the rear multi-operation panel.

The Lexus LM 350h is priced from $510,800 without COE (accurate at the time of article). For more information, contact Lexus Singapore.

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

Before we delve into this G70 BMW 735i, a confession first. I’ve always had a soft spot for the 7 Series, more so than its smaller sibling 5 Series. Take for example BMWs from the late 90s to early noughties. Given the choice between an E39 5 Series and the E38 7 Series, my choice will always be the latter. That’s no slight against the brilliant E39, just a personal preference in that at that price point, I’d much rather be cosseted in the lap of luxury and be slower on the road.

This G70 735i represents the entry point into BMW’s flagship luxury sedan. There’s also the i7, but we’re talking internal combustion in this article, not electric. At its $611,888 with COE list-price, the 735i occupies mid-market, with the Audi A8 3.0 TFSI sliding in under it at over $35,000 less, and the Mercedes-Benz S450L sitting above the Bimmer and costing a whisker shy of $700,000 (prices accurate at the time of this article.)

With-out

There’s no denying that the 735i looks imposingly polarising. That front-end makes people react strongly. I think this is exactly what BMW was going for, in a definite departure from the subtle looks of 7 Series of yore, to this brash “LOOK AT ME!” visage. Introverts be warned that it attracts fixated-stares and attention up the wazoo, especially in the test car’s two-tone colour scheme.

And it’s big. B-I-G-G. At 5,391mm long with a 3,215mm wheelbase, 1,950mm wide and 1,544mm tall, we need to remember that the G70 7 Series forms the basis of the Rolls-Royce Ghost which is slightly longer, wider and taller. Moreover, this G70-generation 7 Series will only be offered in long-wheelbase guise, which the 735i is. Gone is the ‘L’ notation in the model name, for it is no longer needed.

The front-end of this luxo barge features a humongous kidney grille, which juxtaposes against the slim split headlight and daytime running light (DRL) cluster. The latter is imbued with Swarovski crystals, which come to life and glimmer when the car is first unlocked. So does the carpet lighting on either side of the 735i, which glimmer on the ground with their triangle-motif. Check out this light show at night in a darker area for maximum effect.

The B-I-G-G-ness continues with the wheels. Staggered-width 21-inch M Star-spoke rims are wrapped in Pirelli P Zero Star mark 255/40R21 and 285/35R21 tyres in the front and rear respectively. While the air suspension is nice, supple and comfortable down the road, I couldn’t help but wonder if it could have been more supple with 20-inch rims and tyres with thicker sidewalls instead, and if it were my money, that is how I’d have my 735i configured.

The triangle-motif theme carries on with the rear quarter-light, which interestingly is frameless. Where one would expect the trim around the famed Hoffmeister kink to surround the quarter-light when the door opens, it surprisingly remains on the C-pillar while this portion of glass appears without frame.

The same triangle-motif can be found on the side of the taillights. Rounding the back brings us to an equally imposing rear end, but one that’s strangely attractive in the same way certain squared-jaw faces are attractive.

Within

The boot lid whirrs open electrically to reveal 540-litres of luggage space. Not massive but adequate, and certainly enough to fit three golf bags for that country club excursion.

Most would agree that the back seat area would be the business end of a luxury sedan, and any towkay seated back here would have plenty to be happy about. There is oodles of legroom to stretch out, the seats are plush, supportive and comfortable, and sun blinds on the side windows, rear quarter-lights and rear windscreen keep things nice and cosy back here. However, if one prefers natural light to stream in, a panoramic fixed-sunroof sees to this.

Each door features a touchscreen panel to control a myriad of settings, from said blinds including the sunroof cover, to rear climate controls and even the audio system. To make things easier for Sir or Ma’am, there’s also a button on each door just above the touchscreen which, when pressed, electrically opens the door if closed or closes the door if opened. No need to strain to open and close the door in the regular way anymore. The doors also feature soft close, so there’s no need to slam them shut either.

The centre armrest, which features a wireless phone charger, can be flipped up if three need to ride in the rear seats, although the centre occupant will have to contend with a rather large transmission tunnel.

The luxuriousness and suppleness carries on to the front seats, with one caveat. Regular readers would know that 1.82-metres tall Daddy Long Legs-esque yours truly needs to set his seating position further back and higher up to compensate for being longer of limbs and shorter of torso. There’s no issue with the front seat’s vertical adjustment, but it just didn’t go back far enough.

Much to Sean’s amusement, this left me with a rather ‘sporty’ seating position with bent knees which would have been more appropriate during a track-day outing in a BMW M3 or M4. This limitation of rearward seat adjustment was probably done to not intrude into rear legroom, especially so in the Rolls-Royce Ghost, but given its long wheelbase this should not have been a concern in the first place.

To alleviate the lack of under-thigh support, the back of the seat’s base was set to its lowest position and the front raised a fair bit to bring things more toward the comfort zone. Adding to this comfort are the seats’ cooling, heating and massage functions, the first and last of which came in immensely helpful during my test drive.

The double-spoke steering wheel is of a good size and was a pleasure to hold while driving. Again, due to the rearward adjustment limitation of the front seat, I’d to set the steering wheel all the way up and in toward the digital instrument screen, which luckily remained fully visible and was sufficiently large and bright and clear to read with some customization available.

iDrive 8 features in the infotainment system. I was initially dreading having to use the touchscreen climate controls, but once set just so and in Auto mode, the climate control did a bang-up job of keeping me nice and comfortable. Thankfully, voice activation could be used to adjust temperature and fan speed.

The infotainment can also be controlled by the crystal iDrive controller in the centre console, but I completely forgot about this for most of the drive and used the touchscreen instead. Use the controller if you don’t want fingerprint smudges all over the infotainment screen.

The test car featured a banging Bowers & Wilkins sound system with 36 speakers and 1,965-watts of music power on tap. It takes a little bit of setting up to one’s preference but can be decently customized to where it causes goosebumps when the cymbals crash during the crescendos of London Philharmonic Orchestra’s superb rendition of Led Zeppelin’s Kashmir, and seamlessly transitions to raising more goosebumps when David Draiman’s OW-WA-A-A-A! screech ushers in hard-hitting drums and electric guitars while one gets Disturbed and Down With The Sickness.

Like the rear doors, the front doors can also be opened and closed automatically with a touch-sensitive panel below the driver’s and front passenger’s side aircon vents respectively. Mom appreciated this feature, for it meant not having to manhandle a large, heavy door with her petite stature in her golden years. Mom also enjoyed the faceted BMW Interaction Bar through which the 735i’s mood lighting glowed and decorated the entire width of the dashboard and into the doors as well. Turn on the hazard lights and this bar flashes along with the indicators.

Driving

It’s SOOOOOO comfy. Unlike other air suspension systems which can induce crashiness into the cabin over sharper bumps and jolts, the 735i’s system remained nice and composed, and flowed down the road as though riding on a pillow of air. There’s no escaping the fact that this is a large and heavy sedan though. At nearly 2.2-tons unladen, this car can be hustled through a set of bends but it’s not exactly pleased to do so. That said, it did manage to surprise the driver of a more nimble and smaller sedan through a tightening-radius curved highway off-ramp on the INSIDE line.

Parking the 735i is also relatively easy, thanks to its bird’s-eye view camera system and parking sensors, which shows a high-definition image on the infotainment screen along with guide lines and highlighted warning zones which go from green to yellow to red. Again, this is a large sedan, so one still needs to be mindful of its dimensions when parking, for it is likely that its front or rear or both will overhang a parking spot. However, rear steer helps with manoeuvring into and around tighter parking spots and carparks.

The outside world is pretty much insulated from inside the 735i, which remains hushed and quiet except over rougher tarmac. Otherwise, there is nothing to complain about the way it drives….

…except one minor detail. The anchors are of the brake-by-wire (BBW) variety and can be tricky to modulate smoothly down to a stop unless one learns “the trick.” This involves braking normally down to about 5km/h, easing off the brake pedal while still maintaining a little bit of pressure, and then easing back on the pedal again to bring the car to a smooth stop. More engineering work and real-world learning needs to go into BBW systems, since the 735i is not the only BBW-equipped vehicle to experience this braking-idiosyncrasy.

Speaking of engineering, one would be inclined to conclude that at the 735i’s price point, fuel economy would not figure into the equation. However, ignoring it would do a major disservice to BMW’s engineers.

Underhood lies a three-litre six-cylinder turbocharged engine with 272hp and 400Nm of torque on tap, mated to a ZF eight-speed automatic gearbox. Acceleration from a standstill is adequate, but once one the move, overtaking manoeuvres are pretty easily done. However, the real gem of this engine, which is mated to a mild hybrid system, shows in the way it sips fuel, relatively speaking.

How about a calculated overall average fuel economy of 14.5km/litre or 6.9-litres/100km across a test-driven 522.4km, which beat BMW’s claimed 12.2km/litre or 8.2-litres/100km? Even at its worst in stop-and-go pure-street traffic, the 735i managed 10.3km/litre or 9.71-litres/100km. Remember, this luxo barge weighs nearly 2.2-tons. That’s seriously impressive for a vehicle of this size.

The mostly-highway portion was done with adaptive cruise control set to triple digits for most of the drive, and it did a stellar job of keeping up with traffic while remaining fuel efficient. Given its 74-litre fuel tank, achieving 1,000km on a single tank is not out of the question. As usual, the obligatory “your mileage may vary” disclaimer needs to be added.

BMW has moved the game on with this ostentatiously opulent G70-generation 7 Series. It was very difficult to hand the key back after the test drive, for I truly enjoyed my time with the 735i.

Sure, its looks may not be for everyone, but as an introvert myself, I didn’t care about the attention it was attracting either since I was driving and minding my own business while my sore lower back was being massaged by the plush and comfortable driver’s seat. During my drive, I found myself more relaxed and at ease, and this is what a luxury sedan needs to do.

In spectacular fashion, the 735i reminded me yet again why I have a soft spot for the 7 Series. If ever there was a reason to take the plunge into an extravagant vehicle, this is it.

Photo Credits:
Sean Loo (@auto.driven)
Joel Tam (@r129_365)

Technical Specifications

BMW 735i Pinnacle
Engine: 2,998cc inline six cylinder, turbocharged
Power: 272hp @ 5,000-6,500rpm
Torque: 400Nm @ 1,600-4,500rpm
Transmission: Eight-speed automatic
Estimated Fuel Consumption: 8.2-litres/100km (claimed)
0-100km/h: 6.9 seconds (claimed)
Top Speed: 250km/h (claimed)
Price: from S$611,888 with COE (accurate at the time of this article)
Contact: BMW Singapore

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

I will openly admit to being pretty nonchalant when the opportunity to share a test-drive of the EQE 350+ with Sheldon was presented. Having read and watched multiple reviews of the EQS, I wasn’t exactly thrilled to partake in an EQ-product review.

You know that saying about how one should NOT judge a book by its sibling cover? Mmmm hmmm…

The day arrived when Sheldon showed up at my driveway in the EQE 350+. I couldn’t help but pull a Jonathan-impersonation, with the first words out of my mouth being, “it looks like a fish. Good thing it’s not silver, or it’d be a silverfish!”, accompanied by an pseudo-evil creepy-leery smirk, the type that one would be highly tempted to slap 73 different kinds of stupid out of.

Sheldon groaned. Then we proceeded to the photoshoot.

The Mercedes-Benz EQE 350+ AMG Line is the tri-point star brand’s answer to mid-range luxury. Unique to Singapore’s market though, it pretty much sits on its own. The Tesla Model S, its natural albeit less-luxurious rival, is not available here, and its nearest price-competitor, the Audi e-tron GT is a lower-slung two-door coupe. So, by some weird twist of fate, the EQE 350+ kinda sorta finds itself going up against its big-brother EQS in Singapore.

Die Außenseite

There’s no mistaking it. The EQE 350+ is big. B-I-G-G. Its nearly 5-metre length takes up a normal parking spot lengthwise, and then some. Parked next to other sedans and wagons at an open carpark, its bright white roofline could clearly be seen from a distance, since it towers around 1.5-metres above ground level. The curvy and flowing lines of the bodywork further accentuate this perception of ‘bigness.’

Even the rims are huge – a little too huge in my opinion. 21-inch rims wear 255/35R21 and 285/30R21 Pirelli P Zero tyres fore and aft, and while they do a bang-up job of being quiet on the cruise and grippy in wet bends, the tyres’ ultra-low profile nature likely contributes to sharper jolts being transmitted into the cabin despite standard-fit air suspension. 20-inch items would probably have alleviated this to a rather good degree. The 21s look damn good though, and that’s probably why they were fitted in the first place. Also, likely because this is an AMG Line trim.

The EQE 350+’s boot space of 430-litres with the seats up is adequate, but would have been made more accessible for loading and unloading if the bootlid had been a liftback instead like the Tesla Model S. The boot is quite deep though. Drop the 40:20:40 split-folding rear seatbacks and 895-litres of luggage capacity opens up. Again, adequate, considering the EQE 350+ is neither a wagon nor estate.

Das Innere

Pretty much everything inside this EQE 350+ is cream-coloured. The seats, steering wheel, lower fascia, door panels, carpet, mats and headlining are all cream. This is mostly fine, except the floor mats, which showed up pre-stained, and would have been better off in dark grey or black or even dark-chocolate brown. The cream-coloured interior also helps to lift the perception of spaciousness quite a lot. Tack on an optional $8,100 panoramic sunroof and the sky would literally be the limit, and in my estimation, a must-have addition.

The front seats are comfortable, supportive and ergonomic, and offer myriad adjustments. There’s a seat kinetics program within the infotainment system, which Mercedes-Benz calls “Energizing Comfort”, that moves the front seats about minutely to promote better blood-flow while on the road. It worked quite well in the absence of massaging functions, the latter which I assume might be part of a $4,100 “Climatised front seats” option. Even the steering adjustment for reach and rake is electric. 1.82-metre tall longer-of-limbs and shorter-of-torso yours-truly was able to find an ideal seating position quite easily.

Once settled in, however, the view out the rear windscreen was quite limited due to its steep rake. Out on the road, I could clearly see the headlights of cars behind, but didn’t realize that they were actually taxis until I looked in the wing mirrors because their rooflines were obscured. This isn’t just a Mercedes-Benz issue, with more automotive manufacturers doing similar things. If aesthetic considerations dictate the use of a steeply-raked rear windscreen, a high-definition camera-fed interior rear-view mirror should be made available. Just sayin’.

Door pockets in the front could hold my 710ml water bottle with ease, and seat controls are conveniently and ergonomically located on the doors. This means adjustability without having to hunt by feel for the controls down at the bottom-side of the seat, which is nice.

Sitting behind my driving position was a cinch, with loads of knee room and sufficient foot space. The lower part of the driver’s seatback being padded meant that I could stretch my feet out under the driver’s seat without the risk of sore shins. However, the raised floor meant that my knees were pretty much at chest level when sat in the rear.

The party piece (see what I did there?) of the EQE 350+’s interior, and many modern-day Mercs for that matter, is the ambient lighting. Just take a look:

With 64 choices, one can fine-tune the colours to their personal preference. Also, these are active ambient lights, with those in the doors turning red and pulsing when the blind-spot monitor activates, and those in the dashboard changing colour when the dual-zone climate control is adjusted. Speaking of the latter, if one would more frequently be ferrying passengers in the rear, then perhaps the optional $3,600 four-zone climate control system would be a better fit.

Adjusting the touchscreen-based aircon controls is okay. Not great, like physical knobs and buttons, but just okay. The controls occupy a dedicated lower-quarter of the screen. Things can be a little hit-or-miss on the move but for the most part, it works. The same cannot be said, however, for the touch-sensitive controls on the steering wheel, which appear to be based on capacitive-technology similar to that used in Blackberry phones from the late 2000s. Remember the black square where the little trackball once was? I had one of those Blackberrys. Listen Mercedes-Benz, it didn’t work well back then, and it still doesn’t work properly today.

Skipping ahead to the next track on one’s playlist entails swiping right on the top-left pad on the left spoke. And so ensued the “swipe-swipe-swipe-swipe-AARGHH!!!-swipe-swipe-AARGHHH!!!-use-phone-to-advance-track-GRRRR!!!!” episode on more than one occasion. Same with the swipe-to-adjust volume control which tends to overshoot or undershoot the desired volume level frequently, and I resorted to using the volume control buttons just below the infotainment screen instead. What was SO wrong with physical buttons, toggle-levers and/or thumbwheels in the first place? The whole point of steering-mounted controls is to help one keep eyes on the road and hands on the steering wheel for more of the time, but this capacitive-touch implementation, in my experience, promotes the exact opposite and adds unnecessary frustration to an otherwise wonderful driving experience.

No frustration, however, with the implementation of the gear-selector and indicator-wiper stalks. At first glance, they may appear unintuitive, but in actuality, they are very easy to get accustomed to and things become second nature within the first couple hours of driving.

Die Fahrt

And so, we smoothly segue to the driving portion. I promise, despite what the subheading looks like, no breaking of wind occurred inside the EQE 350+ during the making of this review. Actually, there’s no breaking of anything noisily-untoward whilst on the move. The car is nicely insulated and road and wind noises are kept at bay just enough to offer the bare-minimum sensation of speed for the driver, which is essential.

Most of the review was done in Comfort mode, where the air suspension slackens off and lets the EQE 350+ glide down the road for the most part, with only sharper jolts being felt as mentioned earlier. Transitioning from a straight road into a bend while maintaining the same speed saw the car lean over first and then actively tighten its suspension to offer better cornering agility. This agility is also helped by rear-steer, which turns the rear wheels in the opposite direction to the fronts during low-speed manoeuvring and in the same direction at higher speeds, thereby offering a tighter turning circle in carparks and greater stability on curved highway on- and off-ramps. Taking corners with vicious abandon is NOT the raison d’être of this car, so “sit back and chillax” is the way to do things here.

Helping greatly with the ‘chillax’ part is the optional $5,900 Burmester surround sound system, fitted to the press car, that can play clear and loud. Due to the truncated and hectic test schedule, only Bluetooth streaming of CD-ripped FLAC music files was tested, but even then, the varied selection of genres were crisp and staged well. One could relatively easily change the sound-stage focus from surround-sound to front-occupants to driver-only using the respective touchscreen slider, and the differences are blatant. Never once did I find my hearing becoming fatigued even when playing loud, and it was a very enjoyable experience.

The built-in navigation system works well and is easy to operate. However, I couldn’t figure out how to adjust the navigation volume and had to resort to issuing multiple voice commands to increase said volume. “Hey Mercedes, set navigation volume to maximum” did not work. When the nav-volume slider was on screen and while attempting to slide it across to max, it auto-reverted to entertainment volume and the interior was blasted with Gold 90.5FM instead. That said, this could very well be a me-problem.

Once the destination is set though, the instructions are timely and aided by augmented reality on the infotainment screen, and the main instrument cluster if the Navigation screen-style is selected. Arrows point in the direction of turns while the front camera turns on to clearly show where to go. And if one prefers to stick with the navigation apps in their smartphones, wireless Apple CarPlay and Android Auto are available.

So where does one go from here? Energy economy testing, of course. During a 79km pure-street drive, the EQE 350+ consumed 17.8kWh/100km or 5.62km/kWh. Whilst on a 205km mostly-highway run with the adaptive cruise control set to triple digits, the consumption was JUST one decimal place higher at 17.9kWh/100km, or 5.59km/kWh, which also turned out to be the overall test-drive average over 328km and bettered Mercedes-Benz’s claimed 18.4kWh/100km or 5.43km/kWh. Considering this large car weighs nearly 2.4 tons but sports a drag coefficient of just 0.22Cd, that is mighty impressive! As usual, the standard “your mileage may vary” disclaimer applies.

The battery itself has a useable capacity of 90.6kW, which means more convenience with around 500km of real-world range in between charges. What’s more impressive is the way it charges. We had a team Christmas dinner, and the EQE 350+ was set to charge from 58% at a 100kW DC charger in a nearby multi-storey carpark. Only 46 minutes into the festivities, my phone issued a notification from the app which claimed that charging had been completed and to disconnect and move the car within 15 minutes. Thinking surely this could not be, I headed to the carpark only to find that the battery had indeed been fully charged! The EQE is capable of charging at up to 170kW DC, and as our own test has shown, a quick top-up during a spot of shopping or dinner is very possible.

I’m glad that my initial nonchalance did not rule out giving the EQE 350+ a try. It drives and rides well, most of its functions work well and it cocoons its relaxed occupants in the lap of luxury. It certainly makes a strong and compelling case for itself in the world of luxury electric vehicles (EVs). If any of my friends were to ask for an EV recommendation in this segment, I wouldn’t hesitate to point them in the direction of the EQE 350+ – with the stated proviso of reading this article first.

In fact, to put it another way, I’ve requested to have a go in the EQE 43 AMG when it becomes available. If I’d majorly disliked the entry-point that the EQE 350+ represents, this request would not have been made.

This article first appeared on Burnpavement.com in December 2022.

Technical Specifications

Mercedes-Benz EQE 350+ AMG Line
Power: 292hp
Torque: 565Nm
Top Speed: 210km/h (claimed)
0-100km/h: 6.4 seconds (claimed)
Power Consumption (claimed): 18.4kWh/100km
Battery Capacity (useable): 90.6kW
Max. DC Charge Rate: 170kW
Max. AC Charge Rate: 11kW
VES Band: A1 (S$25,000 rebate)
Price: from S$451,888 with COE (accurate at the time of article)
Contact: Mercedes-Benz Singapore

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

With SUVs being produced by the dozen these days, you’d be forgiven for thinking that the new Lexus RZ is just another run-of-the-mill electric SUV. But, it’s actually Lexus’ first ever purpose-built EV, and it’s making a statement for itself. Yes, there was the UX300e, but it was originally conceived as a petrol car and only had its innards replaced with batteries down the line.

Built on the same eTNGA platform as the Toyota bZ4X and the Subaru Solterra, how does this luxury cruiser fare on our roads?

Zen style

It sure is tardy to the EV party, but at least the Lexus RZ rocks up fashionably late.

While it does have the ‘spindle grille’ look carried by Lexus models, it is smoothed off for better aerodynamics. The car’s facade is dominated by sharp creases all-round, and you get dinky roof spoilers at the back that add some sportiness to the otherwise sterile masquerade. 

A tapered roofline rakes down sharply at the rear, giving it sportback-esque qualities. This cumulates nicely with the rear lightbar and taillight array.

Styled to closely resemble its RX sibling, it’s a great-looking car from most angles.

A cabin befitting of luxury

The first thing that dominates your immediate peripheral vision in the cabin is that massive 14-inch centre touchscreen. The screen reacts well to your prods and inputs, and HVAC controls are mercifully separated with permanent dials for ease of use, but finding things like the drive mode selector can be a pain at times.

Wireless Apple CarPlay and Android Auto come as standard, as well as a wireless charging pad, USB-C ports, heated seats and an electrochromic panoramic roof. Audio quality is also top-notch thanks to a 13-speaker Mark Levinson surround sound system. 

As with all Lexus models, the interior is of high quality, with Ultrasuede and black plastics dominating your touchpoints. Silver trim pieces help outline the dashboard and centre console.

Storage-wise, the RZ is rather good. You get two well-sized cupholders, a dual-opening cubby and decently-sized door cards. 

There isn’t a yoke, but the steering wheel is nicely proportioned. Physical buttons lined on both sides enable access to various driving functions, but these have haptic touch as well, and it did get a little annoying whenever I accidentally toggled something as I brushed by hands past.

The instrument cluster isn’t that great either. There’s quite a bit of real estate, but the screen itself is really small in the instrument binnacle, with the remaining space given to warning light panels. Not giving it a bigger screen feels like a missed opportunity, but at least Lexus does give you a very clear head-up display.

Step up in practicality

Space-wise, front occupants are nestled into thick comfortable seats and are sectioned off by the thick centre console, evoking a pod-like sensation. You get decent headroom all round and plenty of adjustment on the steering column and seat.

While the rear passengers get quite a bit of legroom to spare, what isn’t so good though is the fact that the floor and seat base are quite close together, due to the batteries being mounted in the floor.

Cargo space stands at a decent 522 litres, and that’s enough for the weekly shop, a stroller and even a set of golf clubs.

Charging is thankfully a breeze too in the Lexus RZ. The Lexus UX300e arrived in Singapore with a CHAdeMO charging port instead of the usual Type 2 CCS socket that we’ve grown accustomed to, making it a challenge for anyone wanting to juice up quickly. This is addressed in the RZ, now coming with proper CCS DC support. 

A large 71.4kWh battery pack lies underneath, and depending on the wheel size you choose, you can get up to 440km on a single charge, with Lexus quoting efficiency figures of 5.3km/kWh. In my testing, I managed to average 4.6km/kWh, giving me about 330km of real-world range.

Rides like a cloud

Where the Lexus RZ shines is its ride comfort. In town, the RZ mitigates undulations in the road with ease, while the light steering makes manoeuvring and parking easy affairs. 

At speed, the RZ settles down wonderfully on the highways, with Lexus’ famed sound deadening helping to reduce road and tyre noise massively. Crucially, the quiet ambience doesn’t desensitise you from the overall driving experience. Plus, with 230kW (308bhp) and 435Nm of torque on tap mated to a dual-motor setup, the car has more than enough kick to qualm any would-be competitors that block off your overtake advances.

Obviously, with a car predominantly set up for comfort, twisty roads aren’t where the RZ is most settled at. Switching it into Sport mode, you do get weightier steering and more response from the motors, but the influx of body roll and waftiness doesn’t present much confidence for you to push further. The view out of the back is pretty poor too, as the sloping rear window is tiny alongside the massive pillars on either side.

Overall, the RZ is still a quality product that’s comfortable and practical, and it shows that Lexus is finally in the running with EVs. 

Matured refinement

For a first attempt, the Lexus RZ is a great proposition for prospective owners looking for a quiet, comfortable EV experience that doesn’t break your neck each time you floor the accelerator. 

Yes, it does cost quite a bit of change to afford, costing S$406,800 at the time of writing, but its refined nature and ease of use translate to seamless daily commuting. 

For those expecting the yoke, clearly a huge amount of effort has gone into Lexus’ new steer-by-wire system, and although it won’t be hitting our streets until at least 2024, at least it provides the RZ with an interesting differentiator. 

If you can afford to wait, the yoke variant might be an interesting option. But, for those who still prefer the ol’ faithful steering wheel, the RZ is worthwhile to keep on your radar.

Technical Specifications

Lexus RZ 450e Luxury

Engine: Permanent Magnet Motor

Power: 230kw (308bhp)

Torque: 435Nm

Gearbox: Single-Speed (A)

0-100km/h: 5.3 seconds (claimed)

Top Speed: 160km/h

Battery Capacity: 71.4 kWh

Drive Range: 440 km (claimed)

Energy Consumption: 5.3 km/kWh (claimed)

Price: S$406,800 with COE (accurate at the time of this article)

Contact: Lexus Singapore

Photo Credits: Sean Loo (@auto.driven)

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

And now, more than 2 decades later, the Cayenne is now in its third generation. Hard to imagine now, but when the car was introduced to the world back in 2002, it went down like a cup of cold sick. No one had anticipated such a big and lumbering performance vehicle to appear in the Porsche range, which was always well-known for its light and agile sports cars.

But, since then the world has caught the SUV bug, and this viral disease has more or less swept through every automaker there is. Everyone is doing SUVs these days, and the Cayenne took the hits so that everyone else could cash in later.

This is the model that pays all the bills, and if it means we get to keep fun performance models like the 911 away from the butcher’s knife for a little bit longer, then pragmatically speaking I’m all for it. 

Does it drive like a Porsche though?

The Cayenne is clearly no dedicated sports car, but it doesn’t bring shame on the badge. You wouldn’t expect any different from the company that’s spent the best bit of 70-odd years perfecting a rear-engine, rear-drive sports car format that shouldn’t work as well as it does.

I’ve always preached that if you want to enjoy your drive then you should steer well clear of the SUV aisle and get yourself a nice performance station wagon (or estate, if you’re not from around these parts). But, the Cayenne is the exception that proves the rule, showing up all of the competition.

For this, we can thank German mechanical voodoo, or at the very least a shedload of technology usually reserved for higher-end sports cars. But, if you really want to stop the Cayenne from succumbing to its size and heft you’re going to have to pay for it on the spec list, and the available tech list is massively impressive and dizzyingly expensive.

The optional three-chamber air suspension means there’s a genuinely noticeable change between comfy modes and sporty ones, not just in terms of body control but in ride comfort on the never-ending undulating construction-laden roads in Singapore. This is thanks in part to a 48V anti-roll system that allows the body to stay more level through corners, reducing weight transfer and disguising the car’s overall heft.

You could also opt for Porsche’s Active Suspension Management (PASM), which actively and continuously adjusts the damping force on each wheel, based on road conditions and individual driving style. Fancy words that basically translate to you wringing it around a corner with ease.

These are complex and expensive ways to disguise over two tonnes of car, and you’re always aware of the forces they’re fighting against. Credit’s where it’s due though, they really work. If you want your Cayenne to drive like a thoroughbred Porsche, it’s money well spent. If you just want a fancy badge on the front of your city cruiser, perhaps the case is less strong. Save the money for some leather upgrades instead.

The Cayenne does look great in 21-inch low-profile tyres, as pictured here, but they do compromise it a little, with some larger bumps sending nasty jolts into the cabin. What the low profile tyres are good for, are corners. Especially if you want to take them at more enthusiastic speeds.

The Cayenne opts for control rather than sumptuous plushness. The ride is firmer than in most rivals, but that’s the trade-off for the crisper handling. You’ll get used to it in no time, but it’s worth being aware of. Body control, on the other hand, is exemplary.

For Singapore, the base Cayenne only receives one engine variant – a 3.0-litre turbocharged V6 with 340 bhp and 450Nm of torque on tap. It’s a shame that we didn’t get the PHEV or top-of-the-line variant from Germany, but the V6 still displays a valiant effort in providing enough oomph from the get-go.

The engine is a smooth operator and delivers power linearly across the powerband. Coupled with the 8-speed Tiptronic gearbox and all-wheel drive, and you get a lumbering giant that can win most impromptu traffic light drag races. All full chat, both the SUV and Coupe can rock the century sprint  in a brisk 6.2 seconds, continuing to climb to a maximum of 245km/h.

Why a Tiptronic rather than Porsche’s double-clutch PDK? Porsche spec-ed it this way because it’s handier for towing horseboxes and speedboats… which is the sort of thing that Cayenne buyers like to do, outside of Singapore.

Environmentally minded? You probably shouldn’t be looking at two-tonne SUVs. With a big lumbering V6 under the hood, fuel economy won’t be fantastic. My average consumption was a comical 4.9km/litre, and you will probably be well acquainted with your fuel attendants while owning this.

Meaner and Sleeker

With each generation, the Porsche Cayenne receives fresh plastic surgery, and this third iteration is arguably the best looking too.

Buyers are getting more options too, as there’s now even a coupe version of the Cayenne, which offers basically the same package but with a slightly lower roofline and a sleeker, albeit less useful rear end.

The Cayenne was, and still is to me, the OG luxury SUV. Even though it has gotten new looks and updated sleekness, it still retains its quintessential high riding and regal masquerade. With almost everything coming in at additional cost, you can spec your Cayenne with loads of different upgrades, including a Dynamic Light System (PDLS) and Lightweight Sport packages.

The aforementioned large 21-inch rims give the Cayenne road presence, and the design cumulates in a stout rear end. I actually prefer the SUV variant more, as the high roofline gives it nice proportions. But, to each their own.

The Cayenne has a winning formula going for it, being a pioneer of the SUV space. People know what it is, and people respect it.

Ol’ Familiar

The Porsche Cayenne’s interior manages the difficult balance of being a recognisable Porsche cockpit without being too obnoxiously sporting. This SUV has a different remit, after all, to Porsche’s sportier 911 and 718 models.

Both models are identical on the inside, save for the tapered roofline on the Coupe. There’s a great ambience inside the Cayenne, with a definite solidity and feeling of quality. Your touchpoints are packed with lush materials and premium trinkets, giving you the reassurance that your hard-earned money went to something nice.

You get an analogue clock too on the dashboard, which adds a layer of class to the business class interior. This is the default option, but you can customise the timepiece should you have additional cash to splash.

A myriad of quick-set toggles is presented to you on the centre console, tucked underneath a glassy panel with illuminated icons rather than traditional push buttons. Touch one and you get a little haptic buzz from the accepted input. In practice, the lower set of buttons does not work as well, as I often pressed multiple settings at the same time due to the close proximity.

The upper buttons are fine, but repeatedly touching these panels leave ghastly fingerprint marks on the glass panel, so have a nice cloth on standby. There’s also voice control via a button you can find on one of the steering wheel stalks. It’s supposedly intelligent, so tell it you’re too hot and it’ll turn down the temperature and give you a blast of cold air.

Speaking of temperature, you still get physical switches to adjust the climate control fan speed and temperature – a very welcome sight and makes operation a breeze. The media volume and scroll dial are also rotary dials, and they are finished in a nice corrugated metal finish. A stubby gear shifter sits front and centre, alongside an electronic parking brake button.

The infotainment touchscreen running Porsche Communication Management (PCM) is responsive and easy to navigate, with wireless Apple Carplay and Android Auto connecting easily in a hitch. There is no wireless charger, but you get a pair of type-C ports for charging in the centre glove box.

Behind the steering wheel, you’ve got a physical dial in the centre of the instrument panel flanked by two digital screens. Porsche stuck with its renowned 5-dial cluster, albeit now with digital screens flanking both sides of the tachometer. These screens can be toggled to show other settings too, like a G-force meter and navigation.

The steering wheel feels great in the hands, with the indentations helpful should you wish to get a bit physical around corners. It is also wrapped in sleek leather. The quick function buttons may look slightly outdated, but I’m all for it if it means they are easier to operate whilst driving. You also get metal paddle shifters to cycle through your 8-speed gearbox, and each click is a satisfying clunk.

Big, but dated

Crucially there’s decent room for everyone – you’ve got good space for five people and it’s extremely comfortable for four. Rear occupants also get a set of controls for rear HVAC functions, alongside another pair of type-C ports and 12V for juicing up devices. The cabin is well insulated too, and you feel essentially detached from the outside world.

A large panoramic sunroof floods natural light into the space, giving it an airy ambience. All of that space doesn’t intrude into the cargo area too, giving you 772 litres of space; 1,708 litres with the seats down. Obviously, if you go for the Coupe version you’re going to have to bear in mind the 20mm lower roofline, shaving off 150 litres from your total boot capacity.

Rear cameras are crisp and clear, one of the best I’ve seen in recent times. Spec up the front and rear sensors alongside the 360 camera, and parking manoeuvres transform into effortless tasks, despite the car’s heft.

It’s all reasonably easy to get on with but is a bit busy inside compared with newer, sleeker rivals. This generation of Cayenne, launched in 2017 is getting on a bit, and even though we just received news on a new facelift, we’ll have to wait for at least 2025 to get a new fourth-generation model.

The OG

The Cayenne remains the king of driver-friendly SUVs. With the fancy tech and effort that Porsche has put into maintaining its sports car-esque facade, it’s easy to forget that you’re piloting a big lumbering SUV.

It’s engaging to drive, offering great levels of comfort and refinement, while its excellent build quality maintains its status quo as an upmarket cruiser. Throw in the kudos of the Porsche badge and you have a set of prestige family wheels that covers every base.

Whether you’re keen on the SUV or the sleeker Coupe, you can drive out of the showroom knowing you made a sound purchase.

Technical Specifications

Porsche Cayenne

Engine: 2,995cc Turbocharged V6

Power: 240bhp

Torque: 450Nm

Gearbox: 8-Speed Tiptronic S (A)

0-100km/h: 6.2 seconds (claimed)

Top Speed: 245km/h

Fuel Economy: 10.8km/litre (claimed)

Price: S$377,488 (SUV) / S$399,788 (Coupe), both without COE (accurate at the time of this article)

Contact: Porsche Singapore

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

The Budget 2023 speech just concluded earlier this week, and this presents some new changes to the Additional Registration Fee (ARF) system we are currently adopting. Deputy Prime Minister Lawrence Wong has since announced the Land Transport Authority (LTA) will increase the ARF values for new and used cars with an Open Market Value (OMV) of more than S$40,000.

OMV refers to the cost of the vehicle when it reached our shores, and before any COE, import levies, or other taxes are applied to the car.

Now, before everyone grabs their pitchforks and rallies on social media for yet another “give chicken wing, take whole chicken back” debate, if you’re not a luxury car buyer, there is no need to panic. Mainstream cars that make up the majority of car purchases in Singapore will remain fairly unaffected, as your run-of-the-mill Toyota or Honda typically has an OMV of S$20,000 or less. 

Conveniently, LTA has already curated a handy chart to document the changes.

If you don’t want to reference the chart, basically with this new scheme, the more expensive your car is, the more you will have to fork out. And don’t think you can escape this either, and this new ARF law is already in effect.

The PARF (Preferential Additional Registration Fee) rebate has also seen some change, and existing car owners can only get up to a maximum of S$60,000 with the new rules. This may or not be a huge factor to you, as in the past, you could get back up to 75 per cent of the vehicle’s PARF if you de-registered your vehicle within five years.

The biggest hitters will be the luxury car market, where most of their stock (even the base products) has an OMV of at least S$30,000. While you won’t see much of a change for a new 2 series, prepare to stomach a lot more for that gleaming 7 series at the back.

For example, if you were to walk in and purchase a Ferrari now, you would have to pay an additional 100% ARF tax, as the car’s OMV exceeds SGD$ 80,000. This translates to roughly another SGD$ 300-450k out of your precious bank account.

Would this shun people away from the ultra-luxury segment of the market? Perhaps, but to some of these owners, forking out another 200k or so isn’t something that is detrimental for them. Singapore has also seen a record number of luxury car sales in recent years, and that trend is set to only head skywards.

The best piece of advice we can give at this point is to prepare your wallets.

Catch the latest news right here on AutoApp!