Once upon a time, the three-box saloon was the undisputed choice for family buyers. No nonsense, boot out the back, honest-to-goodness motoring. These days, of course, it’s all coupe-SUV-this and cross-something-that.

But every now and then, a carmaker decides to swim against the current. That’s what BYD did with its new Seal 6.

Looks May Not Thrill, But the Price Will

The Seal 6 isn’t going to set Instagram alight. It’s not going to draw iPhones at the valet line. Its silhouette blends into traffic like a polite commuter in the MRT.

But then you look at the price tag.

Priced around SGD$171,388, it undercuts most, if not all rivals in the market. Even the JMEV Elight is marginally more expensive. If you want a set of wheels with a decent monthly instalment plan, this is it.

Composed, Capable… But Not Quite Charming

Like most new EVs that are being launched, the BYD Seal 6 slots into the Category A COE bracket thanks to a detuned 97kW motor with 220Nm of torque.

Realistically, you won’t win any drag races at the traffic light grand prix, but for the average driver, it’s brisk enough. We found that keeping it in Sport mode is the sweet spot for this car.

Being shorter, the Seal 6’s turning radius is tighter; 5.5 metres versus the Seal’s 5.7. Whether it’s making a U-turn on a narrow road or reversing into a multi-storey parking spot on the first go, the Seal 6’s agility is genuinely refreshing.

Throw in a 360-degree camera, and you’ve got a car that makes urban driving far less stressful than you’d expect from a full-sized electric saloon. At 1,780kg, the Seal 6 is 142kg lighter than the Seal. That should translate into greater efficiency. It also rides on smaller 17-inch wheels, which helps both range and ride comfort.

In our real-world test, the Seal 6 clocked 15.1kWh/100km. And with a smaller battery on board, it’s impressive that the Seal 6 can still muster up a real-world 350km of range. For most Singaporeans, that’s a full week of commuting without the anxiety of finding a charger.

With smaller wheels and a lighter body, it’s noticeably more forgiving over uneven roads. Nasty stretches of tarmac will still catch it off guard, but the overall ride is far more settled and family-friendly. It feels less tightly wound, less eager to pounce, and that’s a compliment.

Practical and planted

Inside, BYD has dialled down the glitter. Despite being pitched as the more affordable sibling, the Seal 6 doesn’t feel like a budget version. In fact, its cabin build quality is right up there with the regular Seal. Perhaps even better, depending on what you value.

The rotating screen is gone, replaced with a more conventional (and more usable) fixed 12.8-inch unit. Tech nerds will appreciate the 50W wireless phone charger with active cooling.

Rear legroom is decent, and the flat floor means even the middle seat is bearable. The 460-litre boot has a low aperture, making it easier for cargo to be loaded.

Should You Buy One?

The BYD Seal 6 is well-priced and engineered for efficiency. If your commute involves expressways, school runs, and the occasional Malaysia trip, this car starts to make an awful lot of sense.

But, if you live for the joy of driving and think a good car should dance through corners, you might still gravitate toward the BYD Seal instead.

Technical Specifications

BYD Seal 6

Engine: Single Electric Motor
Powertrain: Rear-Wheel Drive
Power: 95 kW (127 bhp)
Torque: 220 Nm
Gearbox: Single-Speed (A)
0100km/h: 10.9 Seconds
Top Speed: 160 km/h
Battery Capacity: 56.64 kWh
Drive Range: 425 km (claimed)
Energy Consumption: 6.6 km/kWh (claimed)
Price: S$171,388 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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In collaboration with OPPO, Qualcomm Technologies and Swift Navigation, this initiative marks Southeast Asia’s first deployment of high-accuracy GPS positioning integrated directly into a mobile phone and app experience.

From city canyons to centimetre-level clarity

Standard GPS accuracy can degrade beyond 20 metres in dense cities. Grab’s new pilot combines advanced hardware, chipsets and cloud-based correction signals, delivering positioning that is up to ten times more accurate than conventional GPS.

“Grab is the first to bring this level of precise positioning technology to ride-hailing in Southeast Asia. Driver- and delivery-partners will be driving with technology that is at the cutting edge. With advanced devices and precision GPS corrections working together, our partners can navigate complex urban environments more confidently, improving efficiency and unlocking new earning potential.”

Nilofer Christensen, Head of Consumer Product, GrabMaps

Four specialists, one precise system

• OPPO provides its Find N5 foldable phone, equipped with Dual Frequency GNSS (Global Navigation Satellite System)
• Qualcomm Technologies activates Meter-Level Positioning for Mobile within the Snapdragon® 8 Elite Mobile Platform that powers the OPPO Find N5. This allows the phone to receive real-time GPS correction signals.
• Swift Navigation supplies its cloud-based Skylark Precise Positioning Service, which uses advanced atmospheric modelling and a network of ground reference stations to correct GPS errors and deliver up to 10x greater accuracy. In Singapore, Skylark taps into accurate GNSS data from the Singapore Satellite Positioning Reference Network (SiReNT), operated by the Singapore Land Authority (SLA).

Through learnings from this pilot, Grab plans to extend the enhanced positioning capability to its proprietary Karta devices in the near future, ensuring that more driver- and delivery-partners can benefit over time.

Of course, GPS is only half the story in Singapore, where so many journeys disappear into basement carparks and underground drop-off points. No matter how precise your satellite fix is, signals will eventually fade as you descend beneath the surface.

To address this, Grab has been quietly mapping basements and carparks across the island using its proprietary KartaCam devices and LiDAR (Light Detection and Ranging) technology. These maps, combined with advanced map-matching algorithms and a dead-reckoning system, allow GrabMaps to preserve turn-by-turn guidance even when satellites fall silent.

As of November 2025, basement carparks of key hotels such as the Mandarin Oriental, Parkroyal Collection Marina Bay and The Ritz-Carlton, Millenia Singapore, as well as shopping malls including Marina Square, Millenia Walk and Millenia Singapore, have been mapped. The effort is ongoing and will progressively extend to more locations where GPS signals are typically weakest.

The pilot began in October 2025 and currently involves nearly 250 selected driver- and delivery-partners. Around 60 of them have been provided with OPPO Find N5 foldable devices sponsored by Grab and OPPO.

What it means for consumers

For passengers and consumers, the technology is invisible. You are unlikely to see a new button in the app, but you may notice:

• More accurate estimated arrival times, especially in dense districts.
• Fewer missed turns leading to circuitous detours.
• Driver-partners arriving at the correct entrance of a sprawling mall or hotel.
• Food and parcel deliveries finding the right apartment tower or drop-off zone more consistently.

In effect, lane-level accuracy helps ensure Grab’s services arrive where they are needed, not “somewhere nearby”.

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There are cars that dazzle you with digital gimmickry. There are those that promise Nürburgring lap times, even if their most spirited outing is the IKEA carpark. And then there’s the Subaru Forester.

Now in its sixth generation, the Forester isn’t here to trend on TikTok. It’s the automotive equivalent of that one friend who still wears the same fleece from 2002, not because they’re behind the times, but because it still works perfectly.

Built before SUVs were cool

Rewind to 1997. The term ‘SUV’ hadn’t yet become the genre-defining buzzword it is today. And yet, the first-generation Forester quietly carved a niche all its own part estate, part SUV, wholly practical. It was boxy, capable, and didn’t care for pretence. It still doesn’t.

And that’s precisely what makes this sixth-generation Forester so endearing. It hasn’t tried to reinvent itself as a fashion-forward urban soft-roader. Instead, it continues to serve adventure-seekers with unwavering dedication. AWD is standard. Ground clearance is a generous 220mm. And visibility? Practically panoramic.

What’s changed?

Well, not much, and that’s not a bad thing. Subaru has been careful here. The 2.5-litre flat-four e-Boxer engine still powers all four wheels via a CVT gearbox. The chassis remains largely the same. Even the footprint hasn’t grown much, which is a blessing when navigating tight roads.

What is new, though, is the design. Slimmer headlights and cleaner body lines bring a touch more sophistication.

Simple and sensible

Gone are the days of Subaru’s random smorgasbord of plastics and textures. The new cabin is calm, cohesive, and surprisingly modern. The instrument cluster is clear and mercifully free of overdesigned animations.

There’s wireless Apple CarPlay and Android Auto, a wireless charger, and USB-A and USB-C ports scattered front and back. Climate controls get their own permanent section on the screen, with real buttons for temperature and defrost. Glory be.

That said, the infotainment fonts are a jumbled mess, and the Starlink splash screen could give Elon Musk heart palpitations. But ergonomically, it all works.

The 487-litre boot is wide but shallow, thanks to the battery underneath, and there’s no spare tyre. A shame for a car built to explore the uncharted path.

e-Boxer: mild on power, milder on hybrid

Despite the flashy ‘e-Boxer’ badge, don’t expect any plug-in wizardry here. This is a hybrid at best, with an electric motor more akin to a helpful assistant than a co-pilot.

The century sprint is a leisurely 9.4 seconds. It’s not going to win any drag races at traffic lights, but the ride is smooth, the engine refined, and the CVT surprisingly bearable if you’re not trying to wring its neck.

Real-world fuel economy hovers around 8.0L/100km, which is stellar given the weight, drivetrain, and size of the Forester.

Still drives like a Subaru

There’s an honesty to the way the Forester handles itself. The steering is light but confident, body control is well managed, and the car seems to enjoy carving through corners far more than its spec sheet would suggest.

Yes, it’s slow. But once you’ve built up some speed, it holds momentum like a stubborn Labrador dragging its owner through the park. There’s traction for days, and with Subaru’s symmetrical all-wheel drive, it’ll laugh in the face of muddy trails and gravel paths.

Subaru’s EyeSight system is one of the more comprehensive safety suites out there. Adaptive cruise control with lane centring works well, and there are 360-degree cameras to aid with parking this boxy brute.

But the driver-monitoring system is… enthusiastic. On our test, driving into the sun with a squint apparently triggered a sleep warning. It screamed, flashed lights, and demanded our attention. It can be disabled, but it’s buried in a menu maze.

Built for the long haul, not the fast lane

The Subaru Forester e-Boxer is for people who want a practical, honest, go-anywhere machine that won’t quit halfway through the journey. It may not be as fast, but it’ll get you and your gear, dogs, or kids wherever you need to go.

It’s the sort of car that earns your respect over time, like a well-worn pair of hiking boots or your dad’s trusty Swiss Army knife. Dependable. Loyal. And with just enough quirks to keep things interesting.

The Forester dares to be old-school. And frankly, we need more cars like it.

Technical Specifications

Subaru Forester e-Boxer Hybrid

Engine: 2.5-litre inline 4
Drivetrain: All-Wheel Drive
Power: 194 bhp
Torque: 209 Nm
Gearbox: Hybrid Lineartronic CVT
0-100km/h: 9.4 seconds (claimed)
Top Speed: 182 km/h
Fuel Tank Capacity: 63 litres 
Fuel Economy: 16.9 km/litre (claimed)
Price: S$219,800 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Across two days, GREEN-HOUSE 2025 brought together over 80 partners and brands, nine immersive zones and more than 40 free workshops and activities.

A headline showcase by Mercedes-Benz unveiled the brand’s first-ever life-sized 3D-printed G-Class, created from 40,531 discarded PET bottles (580kg of recycled plastic) by Hong Kong studio Editecture.

Titled “Living Form, Lasting Purpose”, the showcase threads sustainability through the lens of luxury. Under the evolving theme “Engineered for Impact”, this year’s activation leans harder into outcomes: what actually changes when design, technology and responsibility share the same brief?

“At Mercedes-Benz, excitement is about purpose. GREEN-HOUSE 2025 is where we come together with the community to show how luxury can evolve responsibly. Through regenerative design and collaborations with like-minded partners, we’re driving the future. Together, we are crafting iconic experiences that honour innovation, sustainability and the people who make it possible.”

Darren Ng, Head of Customer Excitement, Mercedes-Benz Singapore

The brand’s presence unfolds across three key touchpoints:

Living Form, Lasting Purpose

In collaboration with Editecture, the newly launched electric G-Class is reimagined as a life-sized silhouette built from 40,531 discarded plastic bottles.

From afar, it reads as an homage to a design icon journeying into its electric future. Step closer, and the illusion shifts: the “car” reveals itself as a modular system of chairs, shelves and lamps engineered for strength, easy disassembly and repeated reuse.

From Hand to Coral

Crafted with local design studio WASTD, each BYO bottle holder is made from discarded plastic bottles collected in Singapore and transformed into a durable, refined accessory.

Personalised initials turn every holder into a small emblem of responsibility. With 100% of proceeds directed to the Garden City Fund’s 100K Corals Initiative, each piece carries a ripple effect from hand to reef.

What It Takes to Evolve

Hosted by radio personality Rosalyn Lee, a short film traces the journey from plastic waste to purposeful design, from beaches to classrooms and design studios to city hubs.

Along the way, Rozz meets changemakers working alongside Mercedes-Benz to reimagine the future of plastic, making the case that real evolution begins when communities act in concert rather than isolation.

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Tesla may be a somewhat divisive company thanks to its rather controversial leader, but if you’ve ever driven their cars, you’ll discover that, objectively speaking, they are actually very well-rounded and capable for what they were made to do.

Nowhere is this more evident than on the Tesla Model Y, which is now one of the best-selling cars worldwide. The updated Model Y, introduced earlier in 2025, further boosted its appeal among Singaporeans with a specially-tuned version that qualified for a Category A COE.

But if you want a ‘regular’ Model Y that’s not been power-restricted, there is the standard RWD version that delivers the Tesla experience as it is meant to be.

Same Sharp Looks

Visually, there’s basically no difference between the different Model Y variants, regardless of power output. You get the same sleek and sharp design of the facelift, with the slim light bar across the front, and the distinctive rear lights reflecting off the name panel at the back.

Other than that, the styling is really nothing to shout about. If not for its unique illumination choice, the Model Y is a car that would blend in with traffic, along with all the other large SUVs populating our roads.

Similar Minimalism

Likewise, the interior of the Model Y RWD is almost identical to the lesser-powered version. You get the same minimalist setup, dominated by the large central touchscreen that houses everything, including key controls and info like the drive selector and speedometer.

For those unaccustomed to Tesla’s ways, the layout will take some getting used to. Thankfully though, the facelift has also brought back a much-needed physical control in the form of the indicator stalk, which replaces the button indicators of the pre-facelift Model Y.

The infotainment screen houses all manner of functionalities and gimmicks, like the ability to play games. Most of these are identical across the range, so I won’t go into detail. 

The only difference between the RWD and the 110kW Cat A model here is that the RWD has a setting to adjust the level of acceleration, whether you want it to ‘Chill’ or deliver its power as per normal.

Space Age

As a practical SUV, the Model Y is hard to beat. There’s plenty of space in the back to stretch out, and rear passengers even get a small 8-inch touchscreen to control various settings, or even watch YouTube videos if they wish, an idea taken from the facelifted Model 3 introduced in 2024.

Boot space remains at an enormous 854 litres, expandable to a simply colossal 2,138 litres if you fold down the rear seats, a feat achieved by simply pressing a button. If somehow that is not enough for you, there is also a frunk with 117 litres of capacity.

Just The Right Amount of Power

As capable as the Cat A Model Y was, the restricted power was exceedingly obvious when you put the pedal down. The RWD obviously addresses this issue, and the overall feeling is that this is the Model Y as it is meant to be.

The single electric motor puts out a handy 342bhp and 450Nm of torque, and the car accelerates from 0-100km/h in 5.9 seconds, which is brisk enough to help you execute overtaking manoeuvres with ease.

It’s the way that the power is delivered that’s truly impressive though. It comes in smoothly and effortlessly, and is certainly much more effective at moving you along than the 110kW. And yet it doesn’t feel as brutally explosive as the top-spec Long Range AWD model, whose acceleration has been described by some as akin to a mad rollercoaster ride.

Essentially, the RWD is really the version for those who want a relatively ‘normal’ Model Y experience, with enough power for everyday use, and nothing too crazily excessive like the overpowered AWD model.

Same Great Drive

The difference in power does not seem to have affected the Model Y’s drivability elsewhere, because it feels much the same actually. There’s a sense of sure-footedness that you’ll expect from a large electric SUV like this, but the car is also surprisingly nimble and eager in the corners, certainly much more so than many of its rivals.

The steering too is nicely weighted, with three adjustable settings to choose from. However, the feel can be a bit inconsistent, especially when cornering, and keener drivers would probably appreciate a bit more feedback perhaps.

Ride quality is well-controlled, if slightly on the firmer side. It copes well with most road bumps, and never really veers into uncomfortable territory, which is a real credit to how Tesla has engineered its suspension setup.

And because the Model Y RWD shares the same 62.5kWh battery as the Cat A variant, the range remains unchanged at 466km. In the real world you’ll probably get somewhere nearer to 400km, which is still good enough to last the average Singaporean for about a week’s worth of driving.

The Nice Middle Ground

The reality of the Singaporean car market is that the Cat A Model Y will likely remain the most popular version of the car here, simply because of its relative affordability compared to the more powerful models in the range.

In terms of outright sticker price, the Model Y RWD isn’t actually that much more expensive than the 110kW model, being roughly about $13,000 more. The difference in monthly instalments works out to just slightly under $200 a month, which is pretty reasonable to be fair. 

However, because our road tax structure for EVs is based on power output, the Model Y RWD incurs a rather sizeable road tax of $3,476 a year, more than double that of the 110kW’s $1,560 annual tax rate.

If you aren’t deterred by the hefty increase in tax though, the Model Y RWD strikes a nice balance for those who want a capable electric SUV that’s spacious, practical, good to drive and decently powerful without going overboard. It truly feels just right, which is a bit odd to describe something from a company as extreme as Tesla.

Technical Specifications

Tesla Model Y RWD

Engine: Single Electric Motor

Powertrain: Rear Wheel Drive

Power: 255 kW (342 bhp)

Torque: 450 Nm

Gearbox: Single-Speed (A)

0-100km/h: 5.9 Seconds

Top Speed: 201 km/h

Battery Capacity: 62.5 kWh

Drive Range: 466 km (claimed)

Energy Consumption: 6.5km/kWh (claimed)

Price: S$238,391 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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Business owners looking for cleaner and greener choices to electrify their fleet now have two new options, with the launch of the KGM Musso EV and Qingling EQ2 electric trucks in Singapore.

Both were launched at ChargedUp, an electric vehicle (EV) conference held at the Singapore Management University (SMU) from 6 to 9 November.

The KGM Musso EV is a new pickup truck from a familiar carmaker that has been rebranded. KGM, or KG Mobility, is the new incarnation of Ssangyong, following its takeover by the Korean conglomerate KG Group in 2022. The renaming was done in order to make a clean break from the negative brand image that has been associated with Ssangyong through the years.

The Musso EV features an electric motor that produces 152kW/205bhp and 339Nm of torque, offering plenty of grunt for load lugging work. The motor is powered by an 80.6kWh lithium-ion phosphate battery that gives the truck a range of up to 420km on a full charge. 

The battery is also backed by a class-leading 10 year/1 million km (whichever comes first) warranty, offering business owners long-term peace of mind.

In terms of payload, the Musso EV is capable of carrying up to 930kg in its bed, and it also comes with handy features like tie-down points, an integrated rear deck LED light for better visibility and adjustable reclining rear seats with 60/40 split folding.

The interior comes with car-like features, such as a 12.3-inch touchscreen with Apple CarPlay and Android Auto connectivity, a wireless smartphone charger, and numerous USB-C charge ports. 

It also has advanced driver assistance systems like Intelligent Cruise Control, Lane Keeping Assist and Lane Departure Warning, for maximum safety on the roads.

The Qingling EQ2 meanwhile is a heavy duty electric truck that can be driven by Class 3/3A license holders. It also does not need a Vehicle Parking Certificate (VPC), which is a requirement for heavy vehicles to park at designated parking spaces in Singapore at night.

The EQ2’s electric motor produces 167kW/224bhp and 420Nm of torque, and the large 100.46kWh battery gives it a range of up to 515km. The battery can also be charged at speeds of up to 120kW, minimising downtime for drivers.

Qingling says that the EQ2 can be customised for various business needs, and you can have the rear configured with an open wooden or metal deck bed, an enclosed cargo box, or a refrigerated box for those utilising the truck for food-related transport operations.

As a heavy electric commercial vehicle, the EQ2 qualifies for a $40,000 incentive under the Heavy Vehicle Zero Emission Scheme (HVZES), and up to $30,000 in rebates as part of the Electric Heavy Vehicle Charger Grant (EHVCG) for the first 500 applicants. 

Both incentives will apply to electric trucks registered from 1 January 2026, and the total amount of $70,000 represents a significant amount of cost savings for business owners.

The KGM Musso EV is retailing for $189,888 with COE, while pricing for the Qingling EQ2 starts at $155,888 with COE. 

Qingling Singapore is the official distributor for the Qingling brand here, and they have partnered with Motorway for their retail operations. KGM meanwhile is represented by Motorway, in a continuation of their distributorship of Ssangyong which they have held since 2007.

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Billed as “bigger and more comprehensive” than its launch edition in April, this year’s ChargedUp@SG stretched from 6 to 9 November 2025, with SMU Hall at the heart of the action and the rest of the campus pressed into duty as exhibition space, test-drive routes and a festival ground.

The event was deliberately built as a bridge: from ecosystem talk to on-the-ground adoption, from boardroom strategy to how you actually plug a van in at the end of a long delivery shift.

The ChargedUp@SG 2.0 Conference drew a regional line-up of speakers from charge-point operators, technology providers, financiers and policymakers. Names like Charge+, Huawei, PowerUp, Schneider Electric and the SMBC-Aravest Infrastructure Fund took to the stage to tackle the deceptively simple question: how do we scale EV adoption in Southeast Asia without breaking the grid or the bank?

There was plenty of talk about regulation and financing too. After all, you can design the most elegant charging solution in the world, but if the business model does not stack up for operators and landlords, it will never progress beyond a pretty slide deck.

And hovering over every panel was Singapore’s own commitment: to phase out internal-combustion engine cars by 2040 and achieve net-zero emissions by 2050.

From 6 to 9 November, the campus also hosted a public-facing EV showcase, with passenger and commercial EVs displayed and made available for test drives. Families, fleet buyers and the merely curious all had the chance to sit in, poke around and, crucially, drive. For many, it was their first time feeling instant torque rather than hearing an engine rev.

If the inaugural ChargedUp@SG earlier this year proved there was appetite with several thousand attendees and fully booked test-drive slots, this second edition doubled down on making EVs feel less exotic and more everyday.

Across its conference, exhibition, site tours and public showcase, ChargedUp@SG 2.0 stayed faithful to its stated ambition: to act as a catalyst, not merely a calendar entry.

It gathered the right mix of people, technologies and ideas in a single, highly walkable space, and forced them to talk, debate and occasionally disagree, all within sight of actual vehicles and chargers.

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If you only have time for one paragraph: Range anxiety is gone. There is space. It is quiet, comfortable, and reasonably priced. It is the kind of car that makes life easier, not more complicated.

Plug-in Hybrid Freedom, No Anxiety

This is what makes the Sealion 6 so easy to live with. It is a plug-in hybrid, not a full EV. Which means:

• Daily drives can be powered by electricity.
• When the battery runs low, the petrol engine takes over smoothly.
• You never need to stress about charging queues or road trips up to Malaysia.

It still feels punchy when you step on the accelerator, and the way it blends electric and petrol power is smooth and natural.

Comfortable, Spacious and Quiet

Inside, the Sealion 6 is spacious and relaxed. That means there is generous room for both front and rear passengers, and the seats are soft and supportive.

A nice touch is the double-glazed windows. They help block out wind and road noise, making the cabin feel calm and refined. Combined with the hybrid drivetrain, this makes it a very comfortable SUV to drive on a daily basis.

So, for a typical Singaporean family, this might actually be more practical than a fully electric SUV.

Pricing That Makes Sense

At $224,000, the Sealion 6 is well-positioned. You get low running costs, electric driving when you want it, and no need to deal with full EV road taxes or constant charging schedules.

It feels like good value, especially when compared to some fully electric SUVs that cost more but may not offer greater utility.

But Here Is the Catch: It Feels a Bit Dated

This model was first launched in China in 2020. We are only getting it now. And it shows in some areas:

• The exterior styling appears dated, especially when compared to the newer Sealion 7.
• The infotainment interface is functional, but it looks plain and outdated.
• The interior design has a bit too much going on, with various shapes and materials that feel slightly overdone.

Ok, so it’s not terrible. But it does not feel modern either. All you need to do is park it beside a Sealion 7 and you’ll be able to see the difference.

Will Most Buyers Care? Probably Not

Because when you look past the dated styling, the Sealion 6 still delivers on what families really need:

• Comfortable to sit in
• Quiet on the move
• Spacious for passengers and luggage
• No range anxiety at all
• Real electric driving when you want it
• Sensible pricing

For many Singaporean drivers, the practical benefits outweigh the dated looks.

The BYD Sealion 6 is not attempting to make a design statement or a tech showcase. This is one of those cars built to make daily life easier. It drives smoothly, is quiet, saves fuel, and eliminates the stress of charging.

So, while it may not be the newest or most stylish SUV on the market, it is honest, practical and easy to like. The Sealion 6 will definitely be a hit for those who plan to drive, holiday and do their regular shopping in Malaysia and beyond.

As most Singaporean households look to maximise their dollar, that is exactly what a family car should serve to be.

Technical Specifications

BYD Sealion 6 Plug-In Hybrid 1.5 DM-i (A)
Engine: 1.5-litre 4-cylinder in-line 16-valve
Battery Type: BYD Blade Battery
Drivetrain: Front-Wheel-Drive
Power: 215 bhp
(combined)
Torque: 300 Nm
Gearbox: Single-speed (A)
0-100km/h: 8.5 Seconds

Top Speed: 170 km/h

Fuel Consumption: 17.5km/L
CO2 Emission: 95 g/km
Price: S$224,999 with COE (accurate at the time of this article)

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Familiar Audi Design, Just Electrified

I like that Audi didn’t try too hard to make it look futuristic. No wild panels or spaceship drama. Clean surfaces, strong shoulder line, distinctive grille treatment — very Audi, very understated. If you parked it beside a Q5 or Q7, it would still fit into the family.

In Singapore, that also means it won’t age badly. But it also means it doesn’t scream for attention the way a BMW iX or Hyundai IONIQ 5 does.

Electric Performance That’s Calm, Not Crazy

This rear-wheel drive version uses a single electric motor paired to an 83 kWh battery.
Power comes in at around 248 bhp
with a maximum torque of 450 Nm. The 0–100 km/h dash can be dispatched in 7.6 seconds.

It isn’t here to fight Teslas in a drag race. What you get instead is quiet confidence, a smooth power delivery, stable handling and a ride that feels tuned for everyday comfort, not unnecessary drama.
Steering is accurate, weighty enough. The chassis feels sorted. It drives like an Audi should: polished, measured, sensible.

Subtle Luxury Done Right

The cabin isn’t trying to be a tech festival. Yes, there are large screens and OLED panels, but it still feels like a proper car, not a digital experiment. Good-quality materials, supportive seats, and soft touch points; the refinement is very Audi. Rear passengers get decent space, though the high window line makes the back feel slightly enclosed. It is comfortable, premium and usable. But emotionally, it doesn’t quite surprise you.

Range and Charging: Practical for Singapore Life

• Battery: 83 kWh (net)
• Claimed range: up to 430 km
• Real-world expectation in Singapore: around 350 km with air conditioning on and normal driving
• DC Fast Charging: up to 225 kW
• Charging ports on both sides of the car

Around town, no anxiety. Cross-border to Malaysia? Possible with planning. It is not class-leading in range, but it is respectable. Boot space measures 526 litres, with a bonus 64-litre front frunk. Useful, practical, no nonsense.

The Big Question Is: Does It Still Shine?

And here’s where it gets interesting.
The Q6 e-tron is well-built, refined and thoroughly competent. But the EV SUV world in 2025 is not the same playground Audi dominated in the past. Today, it sits alongside:

Avatr 11 – Bold styling, dramatic road presence, feature-packed
Mercedes EQB – 3-pointed star, more versatile
Volvo EX30 / Kia EV9 – Cheaper, creative, boundary-pushing design
Tesla Model Y – Also cheaper, raw efficiency, fast, minimalist and tech-led
BYD Sealion 7 – Yes, also cheaper, feature-packed, but common

Sure, some of those are in a different segment, but buyers these days will consider everything from price to specs. Against this backdrop, Audi risks blending into the middle; it is too safe, too polite and almost too refined to provoke emotion.

For long-time Audi owners, this will be exactly why they like it. It feels familiar. It feels premium without shouting.
But for buyers jumping into EVs for the first time and looking for something fresh, bold or exciting, the Q6 may not sparkle the way an Audi once did.

A Car You Respect, But Do You Desire It?

I respect how the Q6 e-tron drives. It is calm, well-made and premium in a quiet, confident way.
It doesn’t try to be a Tesla. It doesn’t need to.

But in a world filled with electric SUVs that scream for attention, Audi’s subtlety is now both its greatest strength and its weakness.

If you want an electric SUV that still feels like an Audi, clean, honest, and well-executed, this car makes a lot of sense.
If you’re looking for excitement or something that feels like the future, you might want to look elsewhere. It is a good car. A very good car.
But I’m not entirely sure it still sparkles.

Technical Specifications

Audi Q6 e-tron Electric 83 kWh (A)
Engine: Electric Motor
Drivetrain: Rear-Wheel-Drive
Power: 248 bhp

Torque: 450 Nm
Gearbox: Single-speed (A)
0-100km/h: 7.6 Seconds

Top Speed: 210 km/h

Battery Capacity: 83 kWh
Drive Range: 464 km
Price: S$358,999 with COE (accurate at the time of this article)

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Mercedes-Benz’s AMG models historically had a bit of a crazy streak to them. While BMW’s M cars tend to focus on sharp-edged, drive-focused performance, and Audi’s RS models embrace tech to deliver raw speed and power, Mercedes-AMG were known for their wild attitude that were sometimes at odds with Mercedes-Benz’s otherwise safe and stately image.

Things are changing, however, and in an automotive world where almost everything is now geared towards efficiency, the latest Mercedes-AMG E53 trades some of that silliness for much-needed sensibility, in the form of a plug-in hybrid drivetrain. But has the move to go green diluted the AMG essence?

Not Quite the Full Fat Experience

While the E53 AMG is currently the most powerful E-Class model you can buy right now, it is not quite a full-fat AMG, in the sense that it doesn’t follow the ‘one man, one engine’ philosophy that traditional AMG cars get. So, no engineer’s signature on the engine cover then.

It looks relatively subtle for an AMG too. There are some aggressive AMG styling bits like the illuminated grille and large air intakes on the front bumper, a barely noticeable tail spoiler, quad exhaust tailpipes, and 21-inch wheels with a design that offers a peek at the large composite brakes. However, on the whole, the E53 could pass off as just another E-Class if it drives past you on the roads.

It’s pretty much the same story inside too. Again, there are AMG specific bits like the sports seats, an AMG steering wheel, and AMG logos everywhere, as well as AMG driving modes and settings in the infotainment system. But aside from that, the cabin is otherwise similar to a regular E-Class.

Performance Powerhouse

That said, the E53 certainly has the performance chops to live up to the AMG name. The 3.0-litre turbocharged in-line 6 engine produces a whopping 585 bhp and 750 Nm of torque, allowing it to rocket from 0-100km/h in just 3.8 seconds. It’s an incredibly impressive feat for a car that tips the scales at nearly 2.4 tonnes.

However, it doesn’t do it with the kind of insanity that characterises many AMG models from the past. Instead, the E53 builds up speed with the kind of smoothness that you’ll expect from a large, high-powered executive sedan. The car gets up to triple digit speeds without a fuss, and feels like it can sit and cruise on the autobahn all day effortlessly, helped along with a ride that comes across as more luxurious than sporty.

There is a gentle rumble from the straight 6 engine that grows more vocal as you push along, and it generally sounds pleasant enough. However, it doesn’t have quite the same character as a growling V8, such as the one from the previous generation E63 AMG.

Weighty Issues

While the E53 is fast on paper, the experience in practice demonstrates some shortfalls. Upon initial acceleration, there is a bit of lag, before the power kicks in and sends you hurtling toward the horizon.

It’s perhaps a byproduct of the car’s weight, brought about by the plug-in hybrid drivetrain, but the E53 feels like a car that would rather you move along progressively rather than aggressively.

Likewise, in the corners, the E53 handles capably with plenty of composure, thanks to its 4Matic+ all-wheel-drive system and AMG performance bits. But it doesn’t feel like quite the sharp performance tool that you’ll expect from something carrying the AMG brand name.

Perhaps the biggest bugbear would be the brakes, which display some very odd behaviour traits. They feel inconsistent in their application, and it makes it very difficult to judge how much pressure to apply. It soon becomes quite the annoyance when you pull up to a set of lights, because you never know how hard to hit the pedal at every instance.

Plug-in Puzzle

The idea of a plug-in hybrid drivetrain sounds good in theory, offering zero-emissions driving at low speeds. However, in a car like the E53 AMG, their presence here feels somewhat superfluous.

Mercedes-AMG claims that the car can travel up to 104km in pure electric mode when the battery is fully charged, but in reality, that figure is probably closer to 80km or so. If you drive it as intended, that is, at fairly high speed, that range depletes fairly quickly, and you then end up lugging around the deadweight of the battery and electric motor around most of the time.

It’s not like it helps greatly with efficiency too, despite its stated intentions. While Mercedes-Benz states that the car can deliver a fuel economy figure of 0.9 litres per 100km, it is highly unlikely you’ll get anywhere near that figure, unless you drive it around with a light foot, which defeats the purpose of a car like this anyway.

A Different Kind of AMG

It’s clear that the E53 AMG is not quite like the wild AMG cars of eras past. Instead, it offers a sensible option for those who appreciate AMG levels of performance, but delivered in sensible and refined fashion. The plug-in hybrid drivetrain, while flawed, offers the option at least of zero emissions green motoring, which is not something you can find in many high-powered cars like these.

It’s not perfect by any means, but the E53 AMG does have its strengths. Just don’t expect it to go crazy on you, because that is simply not in its character.

Technical Specifications

Mercedes-AMG E53 4Matic+ PHEV

Engine: 3.0-litre in-line 6, turbocharged

Drivetrain: All-Wheel-Drive

Power: 585 bhp

Torque: 750 Nm

Gearbox: 9-speed AMG Speedshift

0-100km/h: 3.8 Seconds

Top Speed: 250 km/h

Fuel Tank Capacity: 60 litres

Fuel Economy: 0.9 litres/100km (claimed)

Price: S$551,888 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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