Despite the rumours swirling around, this isn’t the fabled Plaid edition. This is the Model 3 Performance, and that badge on the boot isn’t the Plaid logo.

To hit Plaid status in Tesla’s universe, you’d need three carbon-sleeve motors, which this one doesn’t have. What you do get, though, is the car Tesla’s engineers always envisioned the go-faster Model 3 should be.

Does that mean the previous one wasn’t up to scratch?

In a word, yes.

Quietly, Tesla engineers admit the first-gen Model 3 Performance didn’t quite hit the mark. Built during the infamous “production hell” period, the focus was getting cars out the door, not fine-tuning them. And it showed in the fit and finish of those cars.

So, while it had plenty of power, the rest of the package was somewhat lacking.

So, what’s new with this one?

This is still a dual-motor setup, but this time a new rear motor ups total output to 618bhp and 730Nm of torque. That drops the century sprint time to a blistering 3.1 seconds and bumps the top speed to 261km/h.

Singapore-bound units get a 78kWh pack, and Tesla claims it can do up to 528km. 

Tesla also tweaked the wheels. The new 20-inch forged aluminium ones come with snap-in aero fins and a staggered setup, meaning the Pirelli P Zeros at the rear are now wider than those at the front.

You also get semi-metallic brake pads as standard (previously part of the Track Pack) and, for the first time in a Model 3, adaptive dampers controlled by Tesla’s in-house software. These can also be improved with over-the-air (OTA) updates.

But you honestly don’t need those OTA tweaks

The two available ride and handling settings are pretty spot on. ‘Standard’ is soft but not sloppy, while ‘Sport’ is firm without being bone-rattling.

And let’s face it, how many of us need more options? You’re either in the mood for a bit of fun on a good road or just trying to get somewhere in peace and quiet.

What’s more, you can really change the car’s character by toggling between the three throttle modes – ‘Standard,’ ‘Chill,’ and ‘Insane.’ It’s like having three different cars in one, from sedate cruiser to neck-snapping beast.

For safety reasons, we of course found a deserted stretch of road to test ‘Insane,’ and yep, it does what it says on the tin.

That wall of torque hits hard, and fast. It’s faster than before, but after experiencing a few high-powered EVs, you get used to that instant, relentless acceleration.

Anything else to play with?

You’ve got the usual steering weight settings (Comfort, Standard and Sport) which just add more heft but don’t really increase feedback. 

Strangely, I preferred driving fast in ‘Comfort’ and ‘Standard’. The lighter feel made the front end seem more agile, and the steering felt sharper. It’s a massive improvement over the previous model, which would bounce and lurch through corners. Now, it’s flatter, more controlled, and better at holding a line without drama.

Shame I don’t have access to a racetrack, because the new Track Mode looks like a blast. You can adjust stability control and even tweak the car’s handling balance from understeer to oversteer.

Why anyone would want more understeer, I’m not sure, but the option’s there. Oversteer, on the other hand, sounds like a whole lot of sideways fun waiting to happen.

What about battery life when you’re driving hard?

If you’re driving like you’ve just escaped the gates of Hades, you’ll burn through the battery faster than the single-motor versions.

But, the Model 3 Performance isn’t as anxiety-inducing as EV sceptics would have you believe. The central display keeps you well-informed about your range, and Tesla’s onboard navigation is smart enough to suggest where and when to stop for a quick recharge.

Speaking of which, Tesla’s Superchargers make refuelling your battery about as stress-free as it gets in the electric age.

Come on, it looks great

Elon might love to stir up headlines, but it seems the design team behind the latest Model 3, dubbed “Highland,” has taken a more refined approach.

Subtle, yet undeniably effective, the facelift sharpens the car’s overall aesthetic. Gone is the slightly amphibian look of its predecessor, replaced with a sleeker, more polished nose and a tidied-up rear. 

The slimmer, sharper headlights give the Model 3 a leaner, more focused gaze, evoking memories of Tesla’s original Roadster from way back in 2008.

Less is more..?

The cabin follows the same mantra; minimalism with a sense of modern elegance. The dashboard is a clean expanse, dominated by a singular, massive 15.4-inch touchscreen. No unnecessary clutter, just clean lines and a feeling that you’re in something cutting-edge.

Tesla’s approach might leave traditionalists a bit confused. After all, who hides the indicator stalks? And in true Tesla fashion, there are still playful touches throughout.

Sure, you could set off on a quiet drive, but why not start it with a light show choreographed to Beethoven’s Ode to Joy, or fire up one of the in-car games, which use the actual steering wheel?

Is it practical? Not really. But that’s the magic of Tesla. You get performance, fun, and a touch of eccentricity, all in one package.

Backseat views

In the back, the panoramic sunroof is a true highlight, offering passengers an expansive view that nearly compensates for the slightly snug fit. It’s a bit tighter back there, but the airy feel of that glass roof goes a long way in making up for it.

The boot is a decent size, with 682 litres of space that can expand further by folding the rear seats. The 88 litre frunk is also handy for loose items.

This is the benchmark for performance 

The Model 3 Performance, arguably, is still the benchmark for EV performance. 

While the stark cabin might not be as big of a hit, the Model 3 is fantastic dynamically. I guarantee you’ll come out of any corner smiling, whilst scaring the crap out of your occupants.

One for the books, this.

Technical Specifications

Tesla Model 3 Performance (2024)

Powertrain: Dual Electric Motors, All-Wheel Drive
Power: 461 kW (618 bhp)
Torque: 730 Nm
Gearbox: Single-Speed (A)
Battery Capacity: 78 kWh
Drive Range: 528 km
Energy Consumption: 6 km/kWh (claimed)

Price: S$148,919 without COE (accurate at the time of this article)
Contact: Tesla Singapore

Photo Credits: Sean Loo (@auto.driven) 

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And more tickets are now up for grabs, with single-day walkabout tickets now available. Kicking off the festivities on 20 September at the Zone 4 Padang Stage is OneRepublic. They have just launched their sixth studio album *Artificial Paradise*, featuring the instrumental track “Singapore”. 

British electronic duo HONNE will also be performing on 20 September at the Zone 4 Padang Stage.

On 21 September, pop icon Kylie Minogue will grace the Zone 4 Padang Stage, fresh off her 2023 U.K. Number One album *Tension* and the global hit “Padam Padam”. Likewise, Guy Lawrence of Disclosure will be performing on 21 September at the Zone 4 Padang Stage.

For a nostalgic twist, The Corrs will be performing on 21 September at the Zone 1 Wharf Stage, marking their first performance in Singapore in 23 years. And if that’s not enough, Kool & the Gang will also bring their retro vibes to the same stage, celebrating their 50th anniversary with a repertoire of hits.

Australian sensation Tones And I will light up the Zone 4 Downtown Stage on 21 September and the Zone 1 Wharf Stage on 22 September. K-pop enthusiasts, get excited for BabyMonster’s debut performance in Singapore on 21 September at the Zone 4 Padang Stage. 

Finally, Rock legend Lenny Kravitz is set to perform on 22 September at the Zone 4 Padang Stage.

The weekend will also feature international artists like James Murphy, Kelis, Dean Lewis, The Jungle Giants, Sea Girls, Austin Millz, H3F, Hindley Street Country Club, MOS, The Diamonds, Rangga Jones, and Singapore’s very own STNY alongside The Astronauts.

To catch your favourite entertainment acts during the Singapore Grand Prix, you can grab your tickets from authorised partners or directly from Singapore GP’s website.

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Today marks a thrilling leap forward for Tesla as they unveil the Model 3 Performance.

It’s a redefinition of what the world’s best-selling electric sedan can do, thanks to the integration of the famed Ludicrous Mode, a feature that once graced the Performance trims of the Model S and Model X between 2016 and 2021.

The Model 3 Performance can catapult from 0 to 100 km/h in a mere 3.1 seconds and offers a remarkable range of up to 528 km (WLTP) on a single charge.

The car is engineered for peak track performance, boasting new front seats proudly emblazoned with the ‘Ludicrous Mode’ badge, a larger, more assertive rear spoiler, and an innovative adaptive suspension system designed to refine and elevate the driving experience.

The exterior isn’t left behind, with striking red callipers and a ‘Ludicrous Mode’ badge on the rear bumper ensuring it stands out from the standard Model 3 trims.

For those looking to make the switch to electric, Tesla vehicles come with a sweet deal. They’re eligible for the EV Early Adoption Incentive and Vehicular Emission Schemes, offering a total rebate of up to $40,000.

Pricing for the Model 3 Performance starts at $145,829 without COE, and from $247,830 with a Category B COE (based on the latest COE pricing at the time of writing).

Tesla is also throwing in a complimentary Tesla Wall Connector (valued at $790) for new owners of any brand-new Model 3 and Model Y, provided their homes meet the necessary conditions for a Home Charging installation.

Excited to take the wheel? The Model 3 Performance is now available for test drives at Tesla experience centres across Singapore.

Tesla Locations in Singapore

• Toa Payoh: 17 Lor 8 Toa Payoh Toa Payoh SG 319254
• Millenia Walk: 9 Raffles Blvd #01-84 Singapore 039596

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The new Porsche Macan will soon make its global debut. Until then, leading up to this launch saw Porsche putting Macan prototypes through gruelling tests in extreme conditions to ensure reliability, performance and efficiency.

Ten years after its launch, the Macan is now in its second generation in all-electric form. As the first Porsche model built on the new Premium Platform Electric (PPE), the SUV is a completely new development.

The test process to ensure the perfect coordination of all components and systems is accordingly meticulous. Naturally, camouflaged prototypes were deployed in various locations for testing.

“When we develop a new model, it’s always about the driving dynamics and precision. That’s Porsche. It’s in our DNA. But it’s always about efficiency too. And design,” said Jörg Kerner, Vice President, Product Line Macan.

One challenge was to maintain the product identity of the successful Macan model series while at the same time meeting the aerodynamic requirements needed to ensure high efficiency and therefore also a high range. Well, a drag coefficient of just 0.25Cd means the designers and engineers worked in lockstep to produce a slippery sports SUV. The previous generation Macan’s drag coefficient was 0.35Cd in comparison.

“Finding the optimal connection between our design principles and the specifications given to us by the aerodynamics engineers is certainly a challenge,” said Peter Varga, Director, Exterior Design at Style Porsche. “We’re working together on every millimetre to achieve the optimal balance between aesthetics and function.”

Through this teamwork, Porsche succeeded in combining its design DNA with range-optimised aerodynamics. This was achieved not only through a striking silhouette but also through the components of Porsche Active Aerodynamics (PAA) and other targeted measures.

“The active aerodynamic elements all significantly contribute to the range,” said Thomas Wiegand, Director of Aerodynamics and Aeroacoustics. “We have an automatically extending rear spoiler and active cooling flaps on the front air intakes.”

Variable elements also exist out of sight in the undercarriage. The vehicle floor is flat and closed like that of a racing car, even in the rear axle area. The fairings there are flexible and also ensure low air resistance when rebounding.

During normal cruising, the Macan automatically assumes its ideal streamline. The rear spoiler moves into the eco position, the air flaps close and the chassis level lowers. This, according to Porsche, allows for a WLTP range of more than 500km for all variants.

The Macan’s electric motors are powered by a lithium-ion battery pack with a gross capacity of 100 kWh, of which up to 95 kWh can be actively used. The battery’s 800-volt architecture enables high-performance fast charging at up to 270kW, which is being tested worldwide as part of the development process.

According to Porsche, the battery pack can be charged from 10-80% in less than 22 minutes at a 150kW 400-volt charging station. This is because a high-voltage switch in the battery enables bank charging by effectively splitting the 800-volt battery into two batteries, each with a rated voltage of 400 volts.

Prototype testing doesn’t just involve driving around in different conditions. “There are different charging standards in our main markets. A major focus of the testing has therefore been on checking these different framework conditions in the different locations with our prototypes and adapting the technology accordingly where necessary. Charging simply has to work, wherever and whenever,” said Kerner.

However, driving around in different extreme conditions is, naturally, par for the test process. Through the various test stages, the objective is to coordinate the newly developed components and systems and to ensure the operational stability and smooth functioning of their interaction.

In endurance tests, a vehicle’s service life is simulated under the kind of harsh operating conditions that will later only be experienced by customers at the absolute limit. To date, the camouflaged prototypes of the all-electric Macan have completed more than three and a half million test kilometres on test tracks and public roads.

To test the interaction of all active driving components under extreme climatic and situational loads, the test cars are used all around the world. “We cover all temperature ranges. From minus 30 degrees Celsius in Scandinavia to plus 50 degrees Celsius, as we experienced in Death Valley in California,” continued Kerner. “Of course, an SUV also has to work on any surface. That’s why we test not only on roads but also off-road, on gravel, snow and ice.”

Any Porsche, even in SUV form, has to be an engaging drive. The rear-focused all-wheel drive in the all-electric Macan models is always on home turf in this regard. Porsche exclusively uses the latest generation of permanently-excited PSM motors on the front and rear axles. They provide an overboost power of more than 612hp, offer excellent efficiency and enable optimum reproducibility of the power output.

The electronically controlled Porsche Traction Management manages the distribution of more than 1,000Nm of torque with Launch Control in the top model in almost real-time.

A Porsche SUV needs to handle well and also be comfortable.

To this end, Porsche’s engineers have deployed a Porsche Active Suspension Management system with two-valve damper technology, air suspension, rear-axle transverse lock and, for the first time, rear-axle steering with a steering angle of up to five degrees.

Prototype-testing successfully completed and signed off, the new Porsche Macan will soon be launched. Excited yet? More to come. Stay tuned.

Photo Credits: Porsche

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7 minutes 3.121 seconds or 6.179 seconds quicker than the regular 718 Cayman GT4 RS around the Nürburgring Nordschleife. That’s what the Manthey Kit brings to the table, and will be available from Porsche Centres worldwide.

First up are the addition of functional aero parts. In front, flaps and new air curtains with a wheel arch Gurney flap, and a new carbon underbody with diffusers increase downforce on the front end.

At the back, there is an 85mm wider rear wing that features a new wing blade and larger endplates, which work together to increase rear downforce. This new wing assembly is four-stage adjustable to tailor aero to different driving situations. To withstand this increased downforce in the rear, the bodywork of the rear engine cover is reinforced with a carbon-weave finish. At 200km/h, with the rear wing set to Performance, total downforce increases from 89kg to 169kg.

Adding to the aero effects are the CFRP aero-discs on the rear wheels, which help to smooth airflow and cut down on turbulence.

Next up is suspension. Together with Manthey, Porsche has developed a special coilover suspension with an inverted set-up that can be adapted for the track. The spring struts can be adjusted to four different positions, and tool-less adjustments are available for rebound and compression. Spring rates in front have gone up 20 per cent. Not to worry if your GT4 RS has a front-axle lift system, for there is a version of the coil-overs for this as well.

Stainless steel braided brake lines are also a part of the Manthey Kit to offer much more precise and even braking. Need more hardcore in your GT4 RS? Specify the optional racing brake pads, which offer a particularly constant friction coefficient over a wider temperature range, and enjoy more consistent braking on track.

Other optional upgrades are also available to suit one’s palette. Illuminated door sill guards with the Manthey logo can be specified to personalise the car visually. Towing loops are also optionally available, designed especially for the track. A specially designed CFRP rear spoiler attachment, which is finished with carbon weave, is attached to the standard rear spoiler, and further increases downforce on the rear axle by around four per cent in combination with the bigger rear wing. Optional louvres or wheel arch vents finished in carbon weave in the front wings are also available to match the look of the Weissach package.

The Manthey Kit will be sold by Porsche Centres worldwide, and its launch in Europe is expected to be in December 2023 with other markets following thereafter. Country-specific pricing will be listed in the accessory finder. Ready to kit out your 718 Cayman GT4 RS for even more hardcore track days?

Photo Credit: Porsche

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

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

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

Does it drive like a Porsche though?

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

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

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

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

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

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

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

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

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

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

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

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

Meaner and Sleeker

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

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

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

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

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

Ol’ Familiar

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

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

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

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

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

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

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

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

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

Big, but dated

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

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

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

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

The OG

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

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

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

Technical Specifications

Porsche Cayenne

Engine: 2,995cc Turbocharged V6

Power: 240bhp

Torque: 450Nm

Gearbox: 8-Speed Tiptronic S (A)

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

Top Speed: 245km/h

Fuel Economy: 10.8km/litre (claimed)

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

Contact: Porsche Singapore

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A lot of you might be wondering then, what does this entail for future customers, and how will BMW cars be priced?

To clarify any doubts potential customers might still harbour, BMW Asia has released a reference guide to make owning and buying a BMW simpler. This guide serves to answer questions pertaining to both new and existing customers.

BMW Asia states that both official dealers, Performance Motors Limited and Eurokars Group, will operate as usual and retail the same range of vehicles, from BMW i to BMW M, including warranty and servicing.

Servicing Packages

All servicing and warranty packages purchased are sold by either BMW AG or BMW Asia. As a customer, this means that they can be utilised with any authorised dealer. In other words, there are no repercussions, and you are free to choose the dealer that is right for you! 

As of 1 October 2022, all new BMW customers will also be provided with a five-year BMW Service Inclusive Plus and BMW Extended Warranty at no additional cost. With these new developments, existing BMW customers can now have their vehicles serviced and maintained at any of the following authorised service centres:

Performance Motors Limited

• Sime Darby Performance Centre (303 Alexandra Road, Singapore 159941)
• Sime Darby Business Centre (315 Alexandra Road, Singapore 159944)
• East Coast Centre (280 Kampong Arang Road, Singapore 438180)

Eurokars Group

• Eurokars Auto (29 Leng Kee Road, Singapore 159099)
• Eurokars Aftersales Centre with BMW-certified body and paint shop (27A Tanjong Penjuru)

Customers are advised to contact each centre beforehand to book an appointment that best suits their schedule. For greater convenience, a new ‘Collect and Delivery’ service is also now being offered, which sees both dealers collecting and delivering vehicles to customers’ preferred locations.

As for used BMW vehicles, both dealers will accept trade-ins and retail pre-owned vehicles. Prospective customers can head down to the following locations to check out their inventories:

• Performance Premium Selection Limited East Coast (280 Kampong Arang Road, Singapore 438180) 
• Performance Premium Selection Limited Alexandra (315 Alexandra Road #01-01, Singapore 159944)
• Eurokars Pre-Owned (237 Alexandra Road, The Alexcier, #01-01, Singapore 159929)

For Eurokars Pre-Owned, the BMW Premium Selection will only be available beginning in the second half of 2023.

Missed the opening of the BMW Eurokars showroom? Catch up on the news with this article here!