The glut of Chinese car brands flooding into Singapore continues with the introduction of Leapmotor, which was officially launched on 29 October at an event held at the Mandai Rainforest Resort.

Unlike many of the other Chinese brands though, Leapmotor stands out by being part of an international automotive group, in this case, Stellantis. Appropriately enough, Leapmotor’s local distributor, Cycle & Carriage, also carries two other Stellantis brands in Singapore, in the form of Peugeot and Citroen.

“Our long partnership with Stellantis is built on a shared commitment to innovation, quality and customer satisfaction. With Citroën, Peugeot and now Leapmotor under one roof, Cycle & Carriage is well-positioned to offer customers even greater choice and value,” said Wilfrid Foo, Managing Director, Cycle & Carriage Singapore.

Leapmotor’s first model to be offered here is the C10, a D-segment electric SUV that is eligible for a Cat A COE, thanks to its power output of 100kW/134hp.

The C10’s electric motor also produces 320Nm of torque, enabling it to go from 0-100km/h in 10.7 seconds. The 69.9kWh battery gives the car a claimed WLTP combined driving range of 420km.

Despite its status as a Cat A-eligible electric SUV contender, the Leapmotor C10 is a pretty sizeable car, measuring in at 4,739mm long and 1,680mm tall, with a wheelbase of 2,825mm. This makes it significantly larger than many of its other Chinese electric SUV rivals, and is comparable with a Tesla Model Y in its dimensions.

The design of the C10 is fairly clean cut and modern, with the slim headlights and taillight bar giving it a fairly minimalist look that is simple and unfussy.

The interior also takes a similar approach, with the large 14.6-inch central touchscreen taking pride of place on the dashboard, and complemented by the 10.25-inch digital instrument panel.

The C10 does come with a whole host of practical features, such as the front seats that can recline fully flat to create a bed-like resting space. Leapmotor also says that the C10 comes with 26 different storage compartments throughout the interior, including four cupholders and four bottle holders in each door. 

There is also a 32-litre frunk to complement the generous 435-litre boot for even more storage space.

Standard equipment on the C10 include a large panoramic sunroof, interior ambient lighting, a 12-speaker audio system, and seats made from a sustainable fabric material called OEKO-Tex Standard 100, which offers a soft, baby-safe surface that’s both durable and easy to clean.

The C10 also comes with Leap Pilot, an advanced driver-assistance system offering 16 active safety features, all supported by 12 high-precision sensors.

Given its Cat A status, the Leapmotor is unsurprisingly priced very competitively, at $187,999 with COE. With its combination of generous space and impressive features, the Leapmotor C10 looks set to make a strong challenge in the crowded electric SUV space here in Singapore.

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These are the hooligans of the range, dressed to the nines and itching for a good backroad brawl or a high-tech sprint to the office.

Whether it’s the howling TwinPower Turbos or the whisper-quiet-but-whiplash-inducing electric variants, each model is remixed for a modern audience.

Something for Every Adrenaline Junkie

This generation also marks the arrival of the first-ever MINI John Cooper Works Electric and the MINI JCW Aceman. Both models dish out 258hp and 350Nm of torque with an electric boost that brings 20kW of added power for those tight overtakes or stoplight showdowns. Range is around 371km for the three-door and 355km for the Aceman.

And lest you worry that performance is lost in translation to electric, these EVs still bring that signature go-kart feel – JCW-specific suspension, sticky high-performance tyres, and even aeroblades and spoilers.

Prefer your thrills with the sound of a turbocharged growl? The MINI JCW 3-Door and JCW Convertible bring the heat with a 2.0-litre TwinPower Turbo engine pumping out 231hp and 380Nm.

From a standstill to 100km/h in just over six seconds, and with a top speed of up to 250km/h, these are city cars with racing ambitions. Oh, and the Convertible drops its top in 18 seconds.

The MINI JCW Countryman ALL4 is the biggest of the bunch. With 300hp and 400Nm underfoot, this all-wheel-drive bruiser hits 100km/h in a brisk 5.4 seconds. It’s the SUV for those who wear hiking boots but still want to corner fast.

Sport Meets Style

Climb into any of these MINI JCWs and you’re greeted with a red-and-black motif. The leatherette sports seats hug you tight, the flat-bottom steering wheel grips back, and there’s an OLED screen feeding you all the juicy stats (torque, g-force, power levels) all while the Harman Kardon system belts out your favourite driving playlist.

“If jolts of adrenaline are what drivers desire, I can assure them that all five models of our all-new MINI John Cooper Works family will exceed their expectations!”

Daren Ching, Head of MINI Asia

MINI’s “Go-Kart Mode” sharpens the steering and throttle response for those moments when East Coast Parkway feels just a little too… civilised. And with Digital Key Plus, your phone becomes your key.

The MINI Evolution

With prices starting at $257,888 and climbing to $317,888, the MINI JCW lineup is proof that performance doesn’t need to come in V8-shaped packages.

Sometimes, all it takes is a little car with a big attitude.

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In Singapore’s bustling premium compact segment, you’ll find yourself choosing between machines that look like they’ve all been through the same finishing school. Crisp cuts, polished manners, understated charm. But look closer, and the subtle differences emerge.

And so, into this increasingly crowded catwalk rolls the facelifted Audi A3 Sedan, freshly coiffed and armed with quiet confidence. But with the latest BMW 1 Series hatchback already making waves, and a new 2 Series Gran Coupe prepping its runway debut, Audi’s offering has its work cut out. Let’s not forget the new Mercedes-Benz CLA-Class just peeking around the corner.

Even non-premium siblings like the Volkswagen Golf and Skoda Octavia have returned to the party with a new lease on life, wearing the same MQB Evo bones underneath.

And yet, the A3 arrives not to out-shout, but to outlast. In the quiet confidence of its sedan silhouette, it asks a simple question: “What if you wanted something that simply works, and looks like it belongs?”

Subtle styling

The new changes won’t knock your socks off, but there’s a confidence in the details of the new A3. A redesigned grille lends more visual presence, though the oversized openings seem to promise more power than this mild-mannered executive can actually deliver.

The rear bumper bulges a little more, adding muscle to the otherwise modest physique. Headlights now offer a trio of daytime running light signatures which animate as you unlock the car.

And it’s still familiar

Step in, and you’re greeted by an interior that feels like an old friend who’s picked up a new hobby. Audi’s cabins have long stood as benchmarks, but the recent influx of ultra-luxe interiors has raised the bar. To its credit, the A3 still holds its ground.

Microfibre fabric inserts line the dashboard, and perforated door linings glow softly with ambient light. Still, one might ask: is this enough for a brand that prides itself on Teutonic polish? The jury’s still out.

Audi’s 10.1-inch infotainment screen remains a bright spot; responsive, intuitive, and now bolstered with an in-car app store for everything from Spotify to some questionable weather apps you’ll probably never use. Behind the wheel, the 12.3-inch digital cluster delivers crisp, clear information with typical Audi finesse.

Here’s where Audi deserves applause. Unlike certain other brands that have sacrificed all physical controls on the altar of minimalism, the A3 remains mercifully tactile. Climate control buttons? Present. Driving modes? Click away. Heated seats? One tap. There’s even a proper switch for safety assists.

Gone are the haptic nightmares of other VW Group offerings; here, sanity prevails. Even the gear selector’s been updated to something tidier, though the glossy black panel surrounding it is a fingerprint magnet of the highest order.

For a compact sedan, the A3 delivers on the essentials. Up front, there’s enough room for lanky Singaporean limbs. In the back, two adults can ride in comfort, but the middle seat is best left for short trips or shorter friends.

Boot space is respectable at 380 litres, matching the 1 Series and A-Class like-for-like, and up to 1,200 litres with the rear seats folded.

What sets the A3 apart is a thoughtful touch: the loading lip is flatter than rivals, and underfloor storage is a neat bonus.

It’s calmly confident on the roads

The new 1.5-litre engine produces a decent 114bhp and 220Nm of torque, enough to give the A3 a light-footed feel in town and assured composure on the highway. It’s no pocket rocket, but it gets on with the job with grace.

Power delivery is smooth, and the 7-speed dual-clutch gearbox slips through the ratios like a maître d’ at a five-star restaurant. There’s even a fuel-saving ‘sailing’ mode that works discreetly in the background. Around corners, the A3 remains composed and willing. The steering is quick, turn-in is crisp, and body control is admirably neutral, all of which whisper ‘sporty’ without actually raising your pulse.

The brakes, however, are a different story. Out on expressways, they offer solid modulation. But in town, where it’s stop-go every few metres, they’re grabby and can feel a touch overeager. Not a dealbreaker, but you’ll need to recalibrate your right foot.

How about the competition?

Should you buy this over a Golf? If badge prestige matters, the A3 wins hands down. Even though both cars share a similar skeleton, the Audi’s dynamics feel more considered, more premium. It’s a Golf in a dinner jacket, one that knows how to command a room.

Against the BMW 1 Series, the A3 is less playful but more well-rounded. And while the ‘older’ Mercedes A-Class dazzles with interior flair, it lags behind in driving dynamics and refinement. 

In this trio, the Audi emerges as the quietly confident all-rounder.

And that leads to…

The Audi A3 Sedan isn’t trying to reinvent the wheel, and it doesn’t need to. What it offers is a deft balance between everyday usability, restrained luxury, and just enough verve to keep things interesting behind the wheel.

Most will be drawn in by the four-ring badge and what it represents: style, sophistication, and substance. But the real clincher is how well this car does the boring stuff. The school runs. The weekday commutes. The weekend jaunts. It does it all, and does it well.

No gimmicks. No drama. Just solid, sensible Audi-ness. Wrapped up in a suit that fits better than ever.

Technical Specifications

Audi A3 Sedan

Engine: 1.5-Litre 4-cylinder in-line 16-valve, Turbocharged
Drivetrain: Front-Wheel Drive
Power: 114 bhp
Torque: 220 Nm
Gearbox: 7-speed (A) S tronic
0-100km/h: 9.9 seconds (claimed)
Fuel Economy: 16.1 km/litre (claimed)
Price: S$216,999 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Ferrari enthusiasts, myself included, have a peculiar reverence for the past. Mention names like Daytona or Dino, and our hearts flutter nostalgically. Yet Ferrari itself is always restless, refusing to be constrained by its storied history.

Enter the Ferrari 296 GTB, a car tasked with not just honouring a legendary past, but forging an exhilaratingly different future.

But before you raise your eyebrows and mutter “Yet another hybrid?” let me reassure you: this isn’t your typical exercise in fuel-saving tedium. With the 296 GTB, Ferrari has sprinkled a little bit of Modena magic into the battery packs.

Aerodynamic elegance

The 296 GTB is a sports car with purpose etched in every line. Ferrari’s designers have carved a mobile sculpture, blending classic Ferrari cues with modern aerodynamic efficiency.

From the sweeping front arches reminiscent of 1960s Le Mans racers to the sharp creases and airflow channels that manage the wind gracefully, every curve serves a purpose.

The car’s active aero features, including a sophisticated deployable rear spoiler, ensure stability at any speed while giving it that irresistible visual drama when parked outside your favourite café.

A cabin of modernity and nostalgia

Settling into the cockpit, you’re greeted by Ferrari’s latest digital instrumentation; a high-definition 16-inch display that wraps elegantly around you. At your fingertips is the familiar ‘Manettino’ switch on the steering wheel, a tactile, physical nod to analogue pleasures.

Yet, Ferrari’s insistence on embedding controls within capacitive touchpads on the steering wheel isn’t the most graceful. My thumbs still long for tangible buttons when toggling drive modes or adjusting settings mid-corner.

Still, it’s undeniably futuristic, and the layout offers a sense of occasion befitting a car of this calibre.

Material-wise, the 296 GTB’s interior is nothing short of exquisite; soft leather, precise stitching, carbon fibre panels that dance under sunlight, and metallic accents that gleam like finely-polished watch bezels. It’s an environment designed for both spirited drives and leisurely cruises.

Ferraris have never been particularly practical, but the 296 GTB is surprisingly easy to live with for a supercar. There’s a modest luggage compartment at the front, and visibility is aided by modern driver aids, though negotiating a tight car park may cause mild anxiety.

The hybrid system also means there’s an EV-only mode (about 25 kilometres of whisper-quiet running) perfect for slipping discreetly through city streets without waking your neighbours. Sounds trivial, but your fellow condo residents will appreciate this civilised touch.

An engine that sings in a new key

Central to the 296 GTB experience is Ferrari’s new 3.0-litre twin-turbocharged V6, set at an unconventional but clever 120-degree angle, the widest ever used by Ferrari. It’s affectionately dubbed the “piccolo V12” (little V12) by the engineers, and for good reason. Close your eyes and you’d swear the glorious sound escaping the exhausts was composed of twelve cylinders rather than six.

Paired with a compact but potent electric motor, the 296 GTB boasts a staggering 819bhp combined, ensuring it leaps from 0 to 100km/h in a pulse-quickening 2.9 seconds.

The V6 also sports twin turbochargers nestled snugly within the “hot-V”, reducing lag significantly and sharpening throttle response. Ferrari’s commitment to authenticity shines here: turbocharged it might be, but the throttle response is razor-sharp, giving a naturally aspirated sensation that’s genuinely addictive.

Out on the open road, the 296 GTB redefines rapidity. It surges forward with the kind of instant electric thrust that forces your spine against the seat, complemented perfectly by the V6’s soaring mechanical crescendo. The symphony from behind your shoulders is emotional, evoking memories of Ferraris past, yet crafted for a future-proof driving sensation.

Crucially, the hybrid system doesn’t dilute the experience. Rather, it amplifies it. The electric motor fills in any turbo lag, ensuring acceleration is seamlessly relentless, while Ferrari’s Variable Boost Management expertly adjusts torque according to gear and throttle position. The result is a car that feels agile, responsive, and brilliantly alive.

The review unit I took had the Assetto Fiorano pack fitted to it, and unless you are intending to head to trackdays with your 296, you can skip this option. The improved coils and bucket seats induced spine-tingling jolts into the cabin.

You’re better off with Ferrari’s default advanced chassis control systems, which is more than sufficient for most needs.

On winding country roads, its composure is astonishing, absorbing imperfections gracefully yet providing precision worthy of track-focused machinery. The car communicates clearly, its steering direct but never frantic.

It’s confidence-inspiring, rewarding, and utterly addictive to drive.

A future classic?

The 296 GTB is a monumental step forward, not just for Ferrari but for performance cars in general. It blends heritage and innovation with astonishing ease. Traditionalists might still long for a naturally aspirated V12 soundtrack, but even they would admit this hybrid V6 masterpiece is utterly captivating.

More importantly, the 296 GTB offers a glimpse into Ferrari’s electrified future. Rather than dilute the brand’s legendary identity, hybridisation here only serves to intensify it.

Welcome to the future; it’s going to be electrifying.

Technical Specifications

Ferrari 296 GTB

Engine: 3-Litre V6
Drivetrain: Rear-Wheel Drive
Power: 819 bhp
Torque: 740 Nm
Gearbox: 8-speed (A) F1 DCT
0-100km/h: 2.9 seconds (claimed)
Top Speed: 330 km/h
Fuel Economy: 15.6 km/litre (claimed)
Price: S$1,416,242 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Not since the legendary 365 GTS4 (better known as the Daytona) back in 1969 has Maranello given us a proper soft-top grand tourer with its engine up front. The Roma Spider, then, has some mighty shoes to fill.

Of course, Ferrari’s naming conventions are as cryptic as ever. What exactly makes this a Spider, while the front-engined Portofino was simply… the Portofino?

And where do the 812 GTS or 575 Superamerica fit into all this? The semantics do not really matter. What is important is that Ferrari has returned to the soft-top format, ditching the retractable hardtop of its predecessor. And the result is something rather special.  

A market of the finest Grand Tourers  

The Roma Spider enters an arena populated by some of the most desirable drop-tops money can buy. The Aston Martin DB12 Volante, Bentley Continental GTC, Mercedes-AMG SL, and Porsche 911 Turbo Cabriolet are all formidable contenders.

The Roma Spider, however, brings an unmistakable dose of Ferrari magic to the mix, and that alone makes it a fascinating proposition.

So what’s new?  

Ferrari’s decision to axe the Portofino—politely described as “no longer available to order”—has left a gap that the Roma Spider now fills. Retractable hardtops were once all the rage, but like low-rise jeans and MP3 players, they have fallen out of fashion.

The Roma Spider takes a more traditional route, featuring a beautifully crafted fabric roof with five layers for enhanced refinement and a special weave for added visual appeal.  

Buyers can even customise the colour scheme of the roof, opting for a Riviera-inspired classic look or something more technical and performance-oriented. Ferrari even offers an iridescent red finish, designed to give the fabric a 3D effect.

More importantly, the roof folds away in just 13.5 seconds at speeds of up to 80km/h, adding only 84kg to the Roma’s overall weight.

The rear of the car has been reinforced, and the Roma Spider also comes with an integrated but rather brutish wind deflector that pops up from the rear seats to reduce turbulence.

Is it as beautiful in person as it looks in pictures?  

Absolutely. If anything, the Roma Spider might even be prettier than the coupe. Ferrari has openly drawn inspiration from the golden era of La Dolce Vita, and it shows.

The long bonnet, sculpted fenders, and minimalistic detailing all contribute to an effortlessly glamorous presence.

The front end, with its body-coloured grille and chiselled nose, remains a love-it-or-hate-it affair. And while most of the design is delightfully restrained, Ferrari’s decision to slap an awkwardly placed camera sensor on the nose is questionable at best.

Surely, the designers at Centro Stile could have found a more elegant way to integrate it?

From the rear three-quarter angle, the Roma Spider is simply stunning. It carries a hint of barchetta-like purity, reminiscent of Ferrari’s first true roadster, the 1948 166 MM. The coupe’s glass rear screen has been swapped for a tonneau cover, under which the roof folds away seamlessly.

The lighting elements give the Spider a fresh, modern identity, though the prominence of the roll hoops slightly detracts from the otherwise flawless silhouette.  

How about the inside?  

Ferrari’s relentless push towards a digital-first interface continues in the Roma Spider. The centrepiece is a 16-inch curved HD digital display, offering crisp graphics and multiple layout options, though you will inevitably end up keeping the rev counter front and centre.  

A capacitive touchpad on the steering wheel handles audio, navigation, and other functions, while another pad on the left side lets you adjust climate settings and monitor vital information like oil temperature.

Ferrari has been steadily refining its human-machine interface (HMI) since the Roma coupe debuted in 2020, adding a bit of haptic feedback to make interactions more intuitive.

However, some things like adjusting the air-conditioning or skipping a song are simply easier with real buttons. Fortunately, Ferrari has kept the iconic manettino dial around.

ADAS (Advanced Driver Assistance Systems) makes its debut in the Roma Spider, bringing lane-keeping assist and various safety features that European regulations now mandate.

If you find the incessant beeping intolerable, Ferrari has thoughtfully provided shortcuts to switch everything off. And believe me, you will want to.  

As with most modern Ferraris, Apple CarPlay and Android Auto integration come as standard. The gear selector panel, styled to mimic the gated manuals of old, is a lovely touch.

It is details like these that keep Ferrari’s interior feeling special, despite the increasing digitalisation of the cockpit.

Effortless performance with soul  

Like its coupe counterpart, the Ferrari Roma Spider is powered by a 3.9-litre twin-turbo V8. Ferrari has continuously refined this engine, with updated camshafts, a revised catalytic converter, and a new exhaust system that ditches traditional silencers in favour of an oval-shaped flap. The result is improved thermal efficiency and a richer, more resonant soundtrack.  

While turbocharged Ferraris will never sound quite as evocative as their naturally aspirated predecessors, the Roma Spider makes a valiant effort. Ferrari has also worked to minimise cabin boominess, a common issue in convertibles.  

Acceleration is as savage as you would expect from a 612bhp rear-wheel-drive Ferrari. The Roma Spider rockets from 0-100km/h in 3.4 seconds and can hit 200km/h in just 9.7 seconds. With the wind in your face at 320km/h, it is unlikely to ever feel underpowered.  

The gearbox, borrowed from the SF90 Stradale, is an 8-speed dual-clutch unit that shifts with even greater precision than before. Longer gear ratios in seventh and eighth improve efficiency while giving the Roma Spider a more relaxed grand touring character.  

But can it handle corners? 

Ferrari has taken a more measured approach with the Roma Spider’s handling. While still incredibly responsive, it is not as sharp-edged as some of Maranello’s mid-engined offerings. The steering is linear and slightly less frenetic, making it easier to settle into a rhythm on long drives.  

The chassis remains composed, thanks to subtle tweaks to the suspension geometry. Ferrari’s Dynamic Enhancer system, which subtly adjusts brake pressure at individual wheels, works exclusively in Race mode. Variable Boost Management ensures that torque delivery is optimised for each gear, making the Spider feel effortlessly quick in any situation.

The Roma Spider’s brakes (390mm discs up front) are as powerful as you would expect, though initial pedal feel could be improved.

A Ferrari for every occasion  

The Ferrari Roma Spider is proof that removing the roof does not necessarily compromise a car’s character. If anything, it enhances the Roma’s best attributes. The return to a fabric roof plays to Ferrari’s stylistic strengths, and the Spider may well be the prettiest car the brand has made in recent years.

While still blisteringly fast, the Roma Spider feels less high-strung than the coupe. The improved aerodynamics suppress excessive wind turbulence, making open-top cruising a genuinely enjoyable experience.

You are less likely to drive it flat out, but that is not a bad thing. Some Ferraris demand to be pushed to the limit, this one is happiest when savoured.

Technical Specifications

Ferrari Roma Spider

Engine: 3.9-Litre V8
Drivetrain: Rear-Wheel Drive
Power: 612 bhp
Torque: 760 Nm
Gearbox: 8-speed (A) F1 DCT
0-100km/h: 3.4 seconds (claimed)
Top Speed: 320 km/h
Fuel Economy: 8.8 km/litre (claimed)
Price: S$1,237,715 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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As the flagship of the Czech automaker’s lineup, the fourth-generation Superb arrives in the luxurious Laurin & Klement (L&K) trim, catering to those who value sophistication, efficiency, and innovation in their daily drive.

Marking Škoda’s 130th anniversary, the Superb Combi stands as a testament to the brand’s history of delivering smart, driver-focused vehicles that elevate every journey.

Elegant Design Meets Practicality

The Superb Combi debuts Škoda’s refined design language, featuring sharper lines, dynamic proportions, and crystalline elements that showcase its premium status.

Up front, it sports an octagonal Škoda grille paired with sleek LED Matrix beam headlights, highlighted by the signature “flying arrow” crystalline effect.

It is available in four colour options: Ice Tea Yellow, Cobalt Blue, Grey, and Black, offering a mix of bold and classic choices to suit different tastes.

David Nah, Brand Director of Škoda Singapore, expressed his thoughts about the new car:

“The Superb has always set the benchmark for spacious and premium motoring, and this new generation takes it even further. We are delighted to introduce the Superb Combi to Singapore for the first time, offering a unique combination of style, refinement, and technology that stands out in its segment.”

A High-Tech, Sustainable Cabin

Inside, the Superb Combi prioritises driver and passenger comfort with an intuitive, clutter-free cabin. The centrepiece is a 13-inch freestanding infotainment touchscreen, complemented by a Virtual Cockpit digital instrument panel.

Adding to the experience are Škoda Smart Dials—physical rotary controls with haptic and digital elements, allowing easy adjustments for climate, seat settings, and infotainment.

Passengers will appreciate the AGR-certified ergonomic front seats, which are ventilated and fully adjustable, while rear occupants benefit from increased headroom and a more spacious environment.

Škoda has also doubled down on sustainability, using 100% recycled textile materials for upholstery and leather tanned with olive processing byproducts.

This conscious approach ensures premium quality without compromising environmental responsibility.

A Smart Alternative to an SUV

Singaporeans have long gravitated toward SUVs for their elevated ride height and versatility, but Škoda has taken a different approach—offering the Superb Combi as a station wagon alternative. This strikes the perfect balance, providing spacious practicality, a refined ride, and sedan-like driving dynamics.

For those who love the idea of an SUV but prefer a lower, more composed driving feel, the Superb Combi delivers the best of both worlds.

As a fan of station wagons myself, I’d definitely consider the Superb Combi over an SUV. It offers all the space and usability you could want—without the bulk or high centre of gravity that often dulls the driving experience.

I never thought I’d say this, but at SGD 222,900, it might actually be a solid buy. Given its premium features, efficiency, and practicality, it presents a compelling case for anyone considering a high-end family car.

Class-Leading Space and Simply Clever Features

Škoda is known for its Simply Clever solutions, and the Superb Combi delivers plenty of them. Small yet thoughtful details like an integrated funnel in the windscreen washer tank lid and a multipurpose storage pocket under the boot cover make everyday usability more convenient.

The 1,920-litre boot sets the Skoda Superb Combi apart from most rivals, making it an excellent choice for families, road trippers, and adventure seekers who need versatility without sacrificing style.

Efficient Performance and Next-Gen Safety

Under the hood, the Superb Combi features a 1.5 TSI mild hybrid system—a turbocharged 4-cylinder engine delivering 110 kW (150 Hp). Enhanced cooling has boosted system efficiency from 80% to 86%, improving both power and fuel consumption.

Paired with a 7-speed DSG transmission, the Superb Combi offers smooth, responsive acceleration while maintaining excellent efficiency.

Škoda has also equipped the Superb Combi with its latest driver assistance systems, including Travel Assist 2.0, which integrates multiple assist functions for a safer, more intuitive driving experience.

The new-generation Dynamic Chassis Control (DCC Plus) further refines ride comfort and handling, offering greater shock absorber precision for a smoother, more adaptable drive–the Superb Combi is the only model in the range to have this.

The Ultimate All-Rounder for Singapore’s Roads

The Skoda Superb Combi delivers premium features, spacious practicality, and a refined driving experience. Whether it’s for family adventures, business commutes, or weekend road trips, the Superb Combi makes a strong case as an ideal all-rounder.

With its arrival in Singapore, Škoda is making a strong statement—space, innovation, and sustainability can go hand in hand. The Superb Combi is here to set new standards in luxury estate motoring.

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The rapid rise of Chinese automakers has been unsettling legacy car brands for a while now, but if there is one vehicle that should really be making product planners in the US, Germany, Japan, and Korea sit up in alarm, it is the Jaecoo J6.

The sheer speed at which Chery Automobile Co. Ltd. has brought this SUV to market is staggering. The Jaecoo brand was only announced at the Shanghai Auto Show in April 2023, alongside the concept version of this very model.

Yet, in just ten months, the production-ready Jaecoo J6 (also known as the Chery iCar 03) was already rolling into showrooms. That is an almost unheard-of turnaround in the industry.  

Let’s find out what the fuss is all about.

This looks fantastic

At a glance, the Jaecoo J6 is compact, muscular, and unmistakably rugged. The boxy silhouette is reminiscent of a Suzuki Jimny, being about the same length as a Toyota RAV4.

Its squared-off wheel arches and wheels have been pushed further to the corners, creating a taut and well-proportioned stance that exudes a “urban adventurer” appeal.

If Land Rover’s designers are not already paying attention, they should be.

It gets better on the inside 

Chinese automakers have been rapidly improving their interior designs, and the J6 fares well with nice upholstery, metallic accents, and wood-like inserts.

The airy greenhouse effect from the large windows makes the cabin feel even more spacious, and while the J6 is not a massive SUV, it certainly does not feel cramped.  

There are no glaring cost-cutting measures, no cheap plastics that feel like they might crack in a year, and no ill-fitting panels that betray its price point. In fact, its interior refinement would not feel out of place in vehicles costing twice as much.   

The J6’s 15.6-inch dashboard-mounted touchscreen is another highlight, although its resolution is not quite as sharp as some competitors.

Drive modes can be accessed via a central knob, and cubby spaces are abundant for all of your loose items.

Big on practicality

Unlike other EVs, the J6 does not have a front trunk (frunk), but it does feature a clever storage solution at the rear.

Instead of a spare tyre, there is a rugged backpack-like compartment mounted on the tailgate, perfect for storing dirty or wet gear.

Inside, the cargo floor is slightly high, but the second-row seats fold down flat to create a long cargo bay or sleeping space for two.

Keep the seats up, and you still have 450 litres of boot space to play around with.

Performance That Surprises  

For a car weighing almost 1.9 tonnes, the Jaecoo J6 moves with an unexpected liveliness. Its all-wheel-drive system is powered by a 275bhp electric motor, allowing it to rock the century sprint in just 6.5 seconds.

Handling-wise, it is equally surprising. One might expect a budget-friendly SUV to wallow through corners with the enthusiasm of a shopping trolley, but the J6 is surprisingly well-balanced. 

The traction control does kick in quite enthusiastically if you wring it too hard, but disable it and the J6 delivers fun in spades.

The low centre of gravity and smart weight distribution inherent to EV architecture also keeps it weighted on rough terrain, giving you added confidence to push harder.

Fun, redefined  

One of the biggest surprises about the Jaecoo J6 is how well-rounded it is. It is not just a cheap, high-spec alternative to Western SUVs, but genuinely delivers on multiple fronts.

It is attractively designed, packed with features, practical enough for daily life, and, crucially, drives far better than one might expect for its price. 

If this is what China’s car industry can produce in just ten months, the global SUV market is in for a serious shake-up.

Technical Specifications

Jaecoo J6

Powertrain: Dual Electric Motors, All-Wheel Drive
Power: 205 kW (275 bhp)
Torque: 385 Nm
Gearbox: Single-Speed (A)
0-100km/h: 6.5 seconds (claimed)
Top Speed: 150 km/h
Battery Capacity: 69.77 kWh
Drive Range: 342 km
Energy Consumption: 4.2 km/kWh (claimed)

Price: S$192,888 with COE (accurate at the time of this article)
Contact: Omoda Jaecoo Singapore

Photo Credits: Sean Loo (@auto.driven)

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Hyundai’s design renaissance is in full swing, and the Tucson is a prime example. It was already one of the boldest-looking family SUVs around, and the facelift keeps that edge sharp while refining what matters inside.  

The first-generation model from 2004 was quirky and functional, while the next two generations played it safe, blending in rather than standing out.

But now that Hyundai has figured out the basics (handling, build quality, reliability) it is leaning into boldness again.

With competitors like the Nissan Qashqai and Volkswagen Tiguan, the Tucson is in a hotly contested segment. Fierce rivals, but Hyundai is ready to bring the fight to them.

Hyundai Is Now… Cool?

If the striking Parametric Hidden Lights caught your attention back in 2020, rest assured they are still here, along with minor tweaks to the bumpers, lighting, and grille.

It feels strange to say, but Hyundai has been on a roll lately. Once a brand known primarily for value, it has transformed into a styling powerhouse, pushing bold designs with surprising confidence.

Hyundai has clearly put effort into making the Tucson feel premium, and it shows.

This Is Jam-Packed With Features  

Inside, the Tucson continues to impress, with plenty of storage, cubby holes, and passenger-friendly features. 

Up on the flight deck, climate controls are integrated into a dedicated haptic touch panel. 

The dual 12.3-inch screens across the dash are cleanly integrated, providing wireless Apple CarPlay and Android Auto, along with wireless phone charging.

Everything you might need on a journey is included, including heated and ventilated seats. Your passenger princess even gets a little shelf to put their items, while you two can comfortably lounge in the N Line’s plush front seats.

Rear passengers have not been forgotten, with the N Line offering tri-zone climate control and integrated sun blinds.

A particularly thoughtful feature is the “sleep mode,” which separates front and rear audio, allowing parents to enjoy their music while children doze off. Two USB-C plugs in the back also ensure that no one’s device runs out of battery on long trips.  

The rear seats split 40/20/40, allowing for flexible cargo arrangements. Boot space is also sizeable at 620 litres with the seats up and 1,799 litres with them folded. 

Effortless To Drive

If there are two words to sum up the Tucson’s driving experience, it would be extremely competent. That might sound like faint praise, but it is a big step up from the Hyundai we knew ten years ago.

Everything is smooth and intuitive. The drive selector now sits behind the steering wheel in the bottom right, and drive modes can be toggled via the centre console. 

The Tucson is sharp enough, nimble enough, and happy to respond to enthusiastic driving, but it is far more at home cruising in comfort. The steering has a surprising amount of weight, though there is some inertia in the response. It is not razor-sharp, but it does make for a controlled, predictable drive.  

On highways, rocking the accelerator with a heavy foot doesn’t phase the Tucson’s engine one bit, with the hybrid system transitioning between modes smoothly.

It feels planted and stable, while on twistier roads or roundabouts, its deliberate, solid movement reminds you that this is a sturdy SUV, not a sports car.

For those interested in off-road capability, Hyundai includes Mud, Sand, and Snow Terrain Modes, but realistically, most Tucson owners will never use them.  

And The Safety Tech Is Done Right  

Hyundai deserves credit for its driver assistance systems, which are less intrusive than most rivals and easier to disable when needed.

One of the best features is the blind spot camera, which replaces either the speedometer or rev counter with a high-resolution camera feed whenever you flick the indicator.

It is a brilliant safety addition, particularly in cities where motorcycles tend to appear out of nowhere.  

A Confident Leap Forward  

If you love the way the Tucson looks, you will not be disappointed. It drives well, is loaded with clever features, and feels properly premium inside.

Hyundai has continued its streak of designing well-rounded, well-equipped SUVs that offer excellent value without feeling cheap.

This fourth-generation model shows just how far Hyundai has come. The first Tucson was quirky but unrefined. The next two generations were practical but forgettable. 

It’s a bold, confident SUV that refuses to blend into the crowd. And that’s what makes it so great.

Technical Specifications

Hyundai Tucson Hybrid

Engine: 1.6-litre 4-cylinder 16-value DOHC
Drivetrain: All-wheel drive
Power: 158 kW (212 bhp)
Torque: 267 Nm
Gearbox: 6-Speed (A) Dual Clutch
0-100km/h: 8.5 seconds (claimed)
Top Speed: 186 km/h
Fuel Capacity: 52 litres
Fuel Consumption: 15.2 km/litre (claimed)

Price: S$244,999 (N Line) with COE (accurate at the time of this article)
Contact: Hyundai Singapore

Photo Credits: Sean Loo (@auto.driven)

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At €800k (yes, Euros), the 50 units-only 3.0 CSL will remain a special car for the privileged few.

But say you’re a purist. A real-men-drive-three-pedals kinda guy. What are your options for a stick-shift brand-new car in 2024? Well, we’ve put together a list:

Suzuki Swift Sport

Starting with the most affordable choice of all, we have the beloved Suzuki Swift Sport.

Coming in at just under SGD 200,000 with COE, you get a peppy 138hp with a 6-speed shifter that will bring back memories of the JDM hot hatch that stole the hearts of many in the mid-2000s, albeit now at double the cost.

You won’t find this at the authorised distributor; if you’re keen, you’ll need to hook up with a grey importer, ACM Automobiles, for this baby.

Subaru BRZ

We actually drove this recently but were unfortunately offered the automatic version. But the good news is that MotorImage will bring in the manual if you beg them to do so.

With 237hp, this rear-wheel-drive sports coupe will offer you both adequate power and 6 manual gears to swap about as you enjoy its sublime chassis on the road. Be prepared to part with about SGD 230,000 in exchange for that.

Toyota GR86

You can’t talk about the BRZ without mentioning the GR86. The two cars have been joined at the hip since they were launched as offspring from a marriage between Subaru and Toyota.

Thankfully, Borneo Motors will sell you one of these with a manual tranny at SGD 142,000, without COE, of course.

Toyota GR Yaris

Speaking of Toyotas, the Gazoo Racing outfit has been churning out model after model of the fun and sporty kind. The good ol’ GR Yaris still avails itself through parallel importers.

If you’re in the market for a sweet revving 1.6-litre, 3-cylinder turbocharged hatch, we hear VINCAR might still have a couple of units.

Toyota Supra

Surprise, surprise! Well, we know for a fact that Borneo Motors brought in two manual units of the 6-speed Toyota Supra at the end of 2023. Whether or not they have since been sold, I guess you’ll have to call them to ask.

Lotus Emira

For something of the more exotic kind, you’ll be looking at yet another Toyota-powered car. The supercharged 3.5-litre V6 that powers the Lotus Emira might not sound the most inspiring, but the car as a whole is nothing short of special.

We had the pleasure of driving it (in manual!) last year, and as an ex-Lotus owner, I can say that the Emira is everything a modern Lotus should be. Pure finesse on wheels.

BMW M4 Coupe

Surprised we’re still here? So are we, actually.

When I started researching this article, I thought I’d find three or four models at best. But thanks to enthusiasts-business owners, we have importers who have brought in quite a few more choices, such as special cars like the BMW M4 coupe with a manual transmission.

For slightly more than half a Buck, ACM Automobiles will have a rare German M car sitting on your front porch.

Morgan Plus Four

Perhaps everything above was too conventional. Want something quirkier and unique? Well, the Morgan Plus Four might fit the bill.

The four-cylinder BMW-powered Plus Four is packed with a 255hp powerplant and is available on an indent basis through NB Auto. Speccing a manual gearbox would fit perfectly with this car’s old-school charm.

Porsche 718 Boxster GTS

Though this was launched some time ago, interestingly, Sgcarmart still lists this as an available model from Porsche Singapore. Well, we’re not complaining.

The 718 Boxster has been a favourite with the AutoApp team for a long time, and the 4.0-litre GTS is extra special, made even more so with the three pedals that you’ll have to work through to extract all the joy out of this 400hp machine.

And we’re done.

So there you have it, all nine cars.

There are, of course, other pre-owned alternatives in the second-hand car market you can add to the mix. The manual gearbox army may not be as strong as it used to be, but it looks like it’s not dead just yet.

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

The Land Transport Authority (LTA) has recently announced that it will increase the Certificate of Entitlement (COE) quota for vehicular categories A and B over the next few quarters. This one-time adjustment aims to reduce supply volatility which was the root cause behind the massive price spikes.

This announcement was in response to the record-breaking COE prices, with prices in Category A crossing the S$100,000 threshold for the first time on Apr 19, 2023. Similarly, category B premiums rose to a record high of S$120,889 during the same bidding exercise.

Open category COEs, which can be used for any vehicle type but are mainly used for large cars, hit an all-time high of S$118,990.

Increase in quota

For Q2 of 2023 – between the months of May to July – the COE quota will increase from 9,575 to 10,431.

This will result in a 24 per cent increase for Category A, while Category B will see an increase of 15 per cent. This will be in effect for the remaining five bidding exercises for this quarter.

Additionally, LTA will also bring forward the guaranteed deregistrations of five-year non-extendable COEs which are due to expire. This will happen whenever supply is projected to be higher, and these will be distributed over the next few quarters. The total supply of such COEs is about 6,000. 

Don’t expect prices to fall drastically

Although COE premiums have fallen slightly in the latest bidding exercise, COE prices are likely to remain high for a while, due to limited supply and increasing demand.

Delivering a ministerial statement in parliament on Monday, Transport Minister S Iswaran said Singapore “must expect the long-term trajectory for COE prices to be upwards”.

“Even as LTA makes the one-time adjustment to the COE quota in categories A and B, I would like to emphasise two points. First, this will help to lessen, but it will not eliminate, volatility in supply. There will still be a degree of supply fluctuation due to historical factors and broader market conditions. Second, the long-term upward trend of COE prices due to rising incomes and zero vehicle population growth will not abate.”

LTA has also stated that the new measure does not alter the zero Vehicle Growth Rate on the overall car population. 

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