The Audi Q3 has always been a hot seller on our shores, and it’s easy to see why. It’s Audi’s premier compact SUV and a fierce rival to competitors like the BMW X1 and Mercedes-Benz GLA.

First revealed in 2019, the Q3 hasn’t had much of a refresh compared to its rivals. But with its mild-hybrid heart, is it still a worthwhile investment?

Looks that charm

While newer Audi models have sharper looks and more prominent jagged creases, the Q3 remains one of the more subtle body styles of the range. This isn’t bad by any means, with its subtle styling enabling it to fly under the ‘obnoxious’ radar. A lil’ stealth wealth, as they call it.

The Audi Q3 actually has two different exterior facades – the SUV and Sportback. Opting for the latter sees a more aggressive front fascia, and the tapered roofline towards the rear gives it sleeker appeal, albeit at the expense of some boot space.

Whichever roofline you decide to settle on, the Audi Q3 has looks most buyers will be chuffed with.

Simple easy to use tech

While the Audi Q3’s cockpit isn’t going to attract any ‘ooos’ or ‘ahhs’ at first glance, its clean design and easy usability are huge plus points for daily runabouts. No point having large pretty screens if they’re crap to use, right?

The Q3 makes do with a 12.3-inch configurable Virtual Cockpit Plus and a 10.1-inch central MMI touchscreen. Most of your vehicle settings can be toggled via the centre screen, but Audi has left out HVAC and other crucial vehicle functions like the drive mode selector as separate physical controls.

It’s subtle trinkets like these that make the car much more intuitive to use, and I adore them. Although, the overall dark theme of the cabin does make it a fingerprint magnet.

As with all modern cars, a suite of safety systems is ever-present, although the Q3 lacks features like adaptive cruise control and rear cross-traffic alerts. At least there’s a 360-degree camera, which makes reversing manoeuvres less of a challenge.

Family fun

In terms of being family-friendly, the Audi Q3 is pretty competent. There’s room for 5 without the need to jostle for space, and even the Sportback’s sloping roofline doesn’t impede too much into interior headroom. ISOfix points are available for child seats too.

The second-row seats are adjustable too, sectioning off 530 litres of cargo room. The boot’s wide aperture makes cargo ingress a trivial affair as well.

Extra charge

The Audi Q3 refresh sees it gain mild hybrid abilities, the same system found in the Audi A3 range. Pluckly 1.5-litre turbocharged four-pot mated to a teeny tiny motor and equally tiny battery pack, doesn’t sound very impressive right?

You don’t get additional power from the system as well – output still remains at 148bhp and 250Nm of torque. So then, how is this any better than its predecessor?

The trick up the Q3’s sleeve is its ability to shut the engine off during coasting or braking, and over the course of my few days with the car, I managed to get an average reading of 14.2km/litre. In petrol tank terms, that’s roughly 850km from its 60-litre capacity. Not bad for a decently sized SUV.

There was some enthusiastic pedal pressing found in between too, so your mileage may vary. If you have a frugal foot, 900km on a tank is a relatively easy target to achieve.

Although, it must be said that the Q3 doesn’t like to be pushed. Its century sprint timing is a leisurely 9.4-seconds, and in the midst of achieving those numbers the 1.5-litre will produce agricultural bang and clatter. Big props to the insulation though, who does a decent job in isolating the ruckus from the engine bay.

The Q3 isn’t going to win you favours in the corners either, and it doesn’t have to. If you’re expecting something that can corner with minimal body roll, why are you even looking at an SUV? Otherwise, the car does a decent job ironing out kinks in the road, and road noise is kept to a minimum thanks to the aforementioned insulation. 

Sensible in specs, not in price

The Audi Q3 presents itself as a competent all-rounder, exemplifying traits from its larger SUV brethren. It’s attractive, subtly classy, and well-built. It might not be an upper-class German, but it’s a great starting point for those looking to pick up a set of reliable continental wheels.

But, the Q3 is pretty pricey, coming in at S$253,445 for the SUV and S$261,661 for the Sportback (at the time of writing). This puts it in the firing line of competition like the BMW X1 and Mercedes-Benz GLA.

Should COE prices mellow down into respectable figures (if any), the Q3 will come into its own. But for now, the Q3 isn’t a victim of its own shortcomings, but rather external factors dictating its economic viability.

Technical Specifications

Audi Q3 Mild Hybrid

Engine: 1,498cc in-line 4 turbocharged, mild hybrid

Power: 110kw (148bhp)

Torque: 250Nm

Gearbox: 7-speed S-Tronic

0-100km/h: 9.4 seconds (claimed)

Top Speed: 206km/h

Fuel Economy: 17.3km/L (claimed)

Price: S$253,445 (Standard) / S$261,661 (Sportback), both with COE (accurate at the time of this article)

Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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

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

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

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

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

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

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

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

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

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

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

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

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It seems like the days of petrol are truly numbered. With pressure from government entities and eco-conscious institutions, we have started to see a massive shift within the car industry. A shift that abolishes fuel burners in favour of efficient alternative means.

No matter what option we pick, the outcome will eventually be the same. The internal combustion engine as we know it will cease to exist, being relegated to the pages of history as automakers make way for new, futuristic, and crucially more sustainable, electrified means of propulsion.

But, this doesn’t mean some automakers won’t go down without a fight. Maserati is one such automaker, and it is trying to keep internal combustion alive, albeit by downsizing. This would keep its cars within the acceptable ‘eco range’ of environmentalists, whilst maintaining its quintessential fuel-burning heart for the budding enthusiast.

One of these new recipes has made its way into the Ghibli GT, now rocking a 2-litre heartbeat. But, does the downsize in displacement compromise its Maserati roots?

Muscolare

While the Maserati Ghibli GT is arguably the blandest-looking option one could currently pick from the Maserati range, it still has eccentric attributes that let others know it’s part of the Trident monarch.

A hunkered-down stance and wide arches give it added aggressiveness, flanked by sharp headlights and a wide grille bearing the famous trident stamp.

Sharp lines flow throughout the body, and highlight the distinctive side vents and GT badging present on each side. The trident marks make yet another appearance on the C-pillars, a tradition that Maserati cars continue to carry. 

The rear tames the design down a notch, with a smooth rounded bumper juxtaposing against a stack of tailpipes and a carbon diffuser. A set of blacked-out 19-inch multi-spoke alloy wheels finishes the look, with sticky P-Zero tyres giving away hints that this car can party in the corners.

Bellissimo

If you thought the outside was nice, the inside is where the designers really flexed their muscles. All corners of the Ghibli’s cabin are upholstered in premium fine-grain leather, which is both pretty to look at and plush to the touch. Oh, and if that wasn’t flashy enough, this one’s in a deep maroon shade. I don’t know about you, but I do like my cows in this shade of red.

While the plush leather seats do not offer plentiful bolster support in the corners while cruising you practically sink into them. It feels like a handsome Italian chap who warmly invites you into his house, whilst offering you a glass of vino rosso.

A 10.1-inch infotainment touchscreen provides occupants with entertainment options, although it isn’t the most refined UI on the market. Hooking up your devices can be a challenge in itself, but once that is conquered you can blast tunes on the Harman Kardon sound system.

Maserati has also kept physical radio and HVAC controls, which are a welcome sight in the cabin, albeit old-school looking.

The steering wheel features a set of multifunction buttons as well, though in practice they are cumbersome to use. What is a treat to use though, are the metal paddle shifters. These are cool to the touch, and offer a visceral sensation each time you click another gear into place.

Your centre console houses the gear selector alongside a row of drive modes. I.C.E., contrary to popular belief, isn’t for the frozen water variety but rather aptly stands for “Internal Combustion Engine” only. Seems like someone didn’t want that mild-hybrid system budging into the fun.

Apart from that, you get Sport, which increases throttle response, more urgent gear shifts, and opens up the exhaust valves for that sweet Maserati roar.

However, once you start to explore the cabin in greater detail, you start to realise that parts of it can feel lacklustre. It’s an interesting toss-up, with premium leather juxtaposition against cheap plastics.

The phone holder is only applicable for phones of the smaller variety, and the covers on things like the cup holders feel cheap to the touch. It’s a big shame considering some of the plus points you otherwise get in the cabin.

Molto Spazio

The Ghibli won’t trump the Quattroporte or Levante in the practicality department, but for what it’s worth the cabin is still decently practical for daily errands. Rear visibility is great for the driver, and rear adult occupants get sufficient wiggle room for the journey ahead. Add a third rear adult, however, and you might incite awkward knee brushing due to the raised transmission tunnel.

Pop the automated trunk lid, and 500 litres worth of carpeted boot space is ready for you to use. Perfect for those trips to the golf course, or a weekly shopping spree.

Passione

Being the new “baby” option on the block, the Maserati Ghibli GT has to make do with its smaller 2-litre 4-cylinder heart. Despite the downsize, at full chat this puppy can still churn out a respectable 326bhp and 450Nm of torque. Step on the gas and the century sprint can be done and dusted in just 5.7 seconds, and the Ghibli will continue to rocket to 255km/h if you give it enough asphalt. Mind you, that is all done in a 4-door saloon.

Of course, this being a Maserati, one would surely be enticed to pop into town making as much of a ruckus as possible. The designers, probably of a similar breed, have thought that through, and have prepared a ‘parading around button’ just for you.

It’s disguised as the Sport button. Press it, and open exhaust values sing loud and far, much to the annoyance of passersby. But hey, as long as it’s fun for you isn’t it?

That’s not all that Sport does too. The Ghibli’s adaptive suspension system will stiffen up, and throttle response is also charged with greater urgency. The 8-speed ZF automatic gearbox maintains RPM at higher echelons, resulting in a rear-wheel drive vessel that can excite in the corners with minimal body roll. This is the tried and true Maserati driving formula, and the Ghibli delivers it to a tee.

Just make sure you’ve got a good lawyer on speed dial – those noise complaints from frustrated neighbours are going to add up fast.

It’s all pretty exciting, but what if you just wanted to cruise down Shenton Way in a leisurely manner while huffing a cigar? Well, I’m happy to report that in its default state, the Ghibli GT glides around town effortlessly. Excellent sound insulation filters out the worries of the outside world, and the pliant suspension takes up a softer role instead, soaking up most irregularities of the road.

If you are a prospective Ghibli customer, fuel economy numbers are probably not a high priority on your shopping list. Maserati claims the car can achieve 10.5 km/litre, but on the roads, I managed to average about 8.8km/litre. Mind you, that is with some enthusiastic exhaust notes. Come on, who wouldn’t want to turn petrol into aural pleasure?

If you value driving sensation as a key consideration and want something that can excite you whilst making you look good at the same time, then the Ghibli should be a serious contender on your list. Its soul is something that a lot of other sports saloons lack, and that unique trait alone gives it an edge over the competition.

Al dente

Overall, you don’t buy a Maserati for its fuel efficiency, or its reliability. If you were, you’ll be looking up the models from a German manufacturer instead.

If the Italians are great at one thing, it’s bestowing cars with soul and passion. Traits you do not get from most other country automakers. You don’t drive a Maserati just to get from point A to B. You drive a Maserati, to enjoy the journey.

While the Ghibli GT lost its thumping big heart, it hasn’t lost any of its soul. There’s a unique charm that beckons you to get going each time you get behind the wheel, and it’s presence on the roads makes you feel rather special.

If it’s fun you’re after, but you don’t wanna compromise on the family, this could be the next thing on your radar.

Tattoos in a tailored suit. That’s what the Maserati Ghibli accentuates.

Technical Specifications

Maserati Ghibli GT Mild-Hybrid

Engine: 1,995cc 4-cylinder Turbocharged
Power: 342kw (326bhp)
Torque: 450Nm
Gearbox: 8-Speed ZF (A)
0-100km/h: 5.7 seconds (claimed)
Top Speed: 255km/h
Fuel Tank Capacity: 80 litres
Fuel Consumption: 10.5km/litre (claimed)

Price: S$368,800 without COE (accurate at the time of this article)
Contact: Tridente Automobili

Photo Credits: Sean Loo (@auto.driven)

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