Not exactly evocative of speed, drama, or flair. But this is Lamborghini we’re talking about. And in Sant’Agata, those same two letters now mark the dawn of something rather monumental, the brand’s first plug-in hybrid SUV.

This is a rolling thunderbolt that says, “We can go green and still scare your neighbours.” With more than 32,000 Uruses sold since 2018, this SUV has firmly cemented itself as the golden goose. A staggering 70% of Urus buyers are new to the brand, and nearly half are under 40.

So, how do you keep that momentum going while preparing for an electrified future? You do what Lamborghini just did: you give the beast a new beating heart.

What’s changed?

The bonnet’s been re-sculpted and the headlights softened, with less of a scowl and more of a glare. The rear’s been tidied too, with the number plate nudged lower and new tail-lights tapering into a central spine. Design boss Mitja Borkert says the inspiration came from the Gallardo. Retro nod, or just strategic restraint? Probably both.

You still get wheel options up to 23 inches and Lamborghini’s obsession with lurid paint jobs remains proudly intact. Even in stealthy Nero black, the Urus SE doesn’t exactly blend in. Not that you’d want it to.

Same old shouty cabin

The familiar hexagon-laden Lamborghini interior greets you upon entry. The seating position is hunkered down and commanding. Not as lofty as a Range Rover, but that’s the point.

There’s a new 12.3-inch infotainment screen derived from Audi, but restyled with sharp Lambo graphics. It’s intuitive and responsive, unlike some German cousins. The digital instrument cluster is clear, although the hybrid readouts are so tiny they might as well be Morse code.

Importantly, physical buttons remain. Thank heavens. Lamborghini knows that a million bucks should buy you tactility, not just glossy haptics. The cockpit design still revolves around that tamburo, which dominates the centre console, both visually and functionally.

Cabin materials are first-rate with leather, Alcantara, forged carbon, and aluminium aplenty. There’s also ample space for four full-sized adults, and the boot remains a healthy 616 litres, despite the hybrid gubbins now lurking under the floor.

V8 meets volts

The Urus SE shares its 4.0-litre twin-turbocharged V8 and 25.9kWh battery with the Bentley Continental GT Speed and Porsche Cayenne Turbo E-Hybrid. Before you raise your pitchforks, don’t for a second think this is badge engineering with a Lambo badge slapped on.

Rouven Mohr, Lamborghini’s delightfully mad Chief Technical Officer, insists this thing has been tuned with proper Sant’Agata lunacy. The petrol engine alone produces 612bhp. Add the 189bhp from the electric motor, and you’re looking at a combined 789bhp and 946Nm of torque. That’s enough to catapult this 2.5-tonne SUV from 0–100km/h in 3.4 seconds.

Yes, it’ll run in full electric mode for 59km. No, nobody who buys a Lamborghini really cares. But that e-motor lives within the 8-speed transmission and is paired with a new ‘hang-on’ clutch pack that replaces the old Torsen centre differential. This bestows variable torque distribution front-to-rear, plus a new e-LSD for agility, traction and drifts.

Drifts. In an SUV. We’ll come back to that.

What’s it like to drive?

The Urus SE has drive modes galore. You activate them via the tamburo, Lamborghini’s signature fighter-jet-style central control. Beneath the red start/stop flap are toggles that let you choose between EV, Hybrid, Performance, and Recharge modes. The other side handles terrain: Strada, Sport, Corsa, Sabbia, Terra, and Neve. It’s a lot. Annoyingly, you must cycle through them in sequence.

In EV mode, it’s eerily silent. Stealth mode for the stealth-wealth crowd. Up to 135km/h, in fact. Strada, the default hybrid mode, is where most owners will live. It’s smooth, quick, and occasionally unpredictable, and the engine sometimes roars awake even when there’s battery charge to spare.

Sport mode is where things come alive. With the ESC off, the Urus SE becomes delightfully unhinged. Thanks to that variable clutch, it’ll dance, slide, and power-oversteer like it’s auditioning for the next Fast & Furious.

We tested it on both a skidpan and a gravel stage at Sepang. It genuinely felt like a Group B rally car. If you can get past the mental gymnastics of chucking a 2.5-tonne SUV into a Scandinavian flick, it’s riotous fun.

But on real-world roads? It’s slightly harder to read. The SE rides well, thanks to new dual-valve dampers, and four-wheel steering makes it feel nimbler than it should. The steering could do with a touch more weight, and the upshifts can be abrupt, but the whole experience is taut, alert, and controlled.

Regenerative braking is tied to the drive mode and battery level. It’s decent but not quite organic. Thankfully, standard carbon ceramic discs (440mm front, 310mm rear) ensure stopping power is never in doubt.

Will the real Urus SE please stand up?

The SE is a paradigm shift, not just for the Urus, but for Lamborghini as a brand. Hybridisation has added layers, breadth, and, dare I say, nuance to the Urus without stripping away its soul.

It’s a riot in Corsa. A cruiser in Strada. A ninja in EV. But with so many personalities, one can’t help but wonder, which one is the real Urus SE?

Perhaps that’s the point. It’s not trying to be one thing. It’s trying to be everything. A sledgehammer with a scalpel’s touch. A 789bhp family hauler that can slide sideways through gravel with your golf clubs in the boot.

The Urus SE might just be the super-SUV we never knew we needed.

Technical Specifications

Lamborghini Urus SE

Engine: 4.0-litre Twin-Turbocharged V8
Power: 789bhp
Torque: 950Nm
Gearbox: 8-Speed (A)
0-100km/h: 3.4 seconds (claimed)
Top Speed: 312km/h
Fuel Economy: Do you even care about this part?
Price: POA

Photo Credits: Sean Loo (@auto.driven)

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There was once a time when luxury MPVs in Singapore were more or less the exclusive playground of Toyota’s Alphard and Vellfire duo. One brought comfort, the other a touch of flair, and between them they monopolised the narrative of family-hauling opulence.

Since then, the Chinese marques have stormed the palace gates, armed not just with flashy styling and OLED screens, but with serious engineering and perhaps, even more importantly, a fresh perspective.

Unlike other marques who debut their latest and greatest EVs, GAC has brought in their PHEV-powered Trojan horse, the E9.

It may not shout the loudest, nor does it come with the glitz of a fold-down flatscreen or champagne chiller. But take a closer look, and you’ll find that the E9 is quietly confident in all the right places.

A Familiar Face With A Chinese Signature

At first glance, it’s easy to accuse the E9 of déjà vu. Its upright, boxy profile echoes more than a few of its Japanese rivals, while the oversized grille proudly dubbed the “Thunderous Wing” recalls the original Lexus LM’s controversial spindle snout. 

Inspired by a lion’s face (or so the designers insist), the DRLs sweep dramatically from the corners of the fascia, trace the edges of the grille, and deliver a theatrical light show every time you lock or unlock the car.

The taillights jut out like architectural buttresses, embracing the tailgate in a chunky but distinctive manner.

While GAC only offers the E9 in black or white, the sheer road presence and chrome-clad aggression leave little doubt that this is business (class) on wheels.

Plush, Practical, and Purpose-Built

To sit in the driver’s seat first would be missing the point. In the E9, the throne lies in the second row, where a pair of captain’s chairs await like invitations to a spa session.

Cushioned by thick foam and wrapped in buttery-soft leather, these seats are the true stars of the show. Reclining, ventilated, massaging, and fully adjustable via their own embedded LCD touchscreens, they’re engineered for executives, not enthusiasts. You can practically feel the boardroom stress melting away with each rolling massage cycle.

That said, the E9’s creature comforts don’t reach for gimmicks. There’s no dramatic ceiling-mounted TV or pop-out minibar, but you do get heated and cooled cupholders, a household-grade power socket, and two cleverly placed 1.5-metre air vents flanking the ceiling to quietly flood the cabin with chilled air.

The panoramic sunroof sparkles with diamond-studded ambient lighting. Classy without being kitsch.

Access to the third row is refreshingly drama-free, thanks to the 2+2+3 layout, and there’s actually decent headroom and legroom for full-sized adults back there, though a slightly larger window wouldn’t go amiss. Still, the presence of dedicated speakers and armrests back here makes it feel more like business economy than cattle class.

Need space for luggage instead of legroom? Fold the third row up via a neat flip mechanism and you unlock a cavernous 1,500 litres of cargo capacity, enough to ferry an entire golf tournament’s worth of gear.

Old-School Soul, Modern-Day Mind

Step up front and you’ll find that the E9’s cockpit doesn’t scream bleeding-edge tech. The graphics on the large screens are colourful and competent, but the infotainment is a touch slower and grainier than today’s segment leaders.

Still, there’s an undeniable charm to the tactility on offer; buttons on the wheel, physical toggles on the floating centre console, and best of all, a hazard light switch that isn’t hidden in the ceiling or somewhere in an endless touchscreen submenu.

And yet, none of this is what makes the E9 truly remarkable.

What does? That would be its unique plug-in hybrid heart; a 25.7kWh battery paired with a 2.0-litre turbocharged petrol engine and a conventional 2-speed gearbox. It’s a formula that grants the E9 a real-world electric-only range of around 100km, which in Singapore, is practically two days of silent, emissions-free commuting.

But when the electrons run dry, the petrol engine takes over with seamless grace, ensuring you won’t ever be stuck looking for a charger in unfamiliar territory. GAC claims a WLTP-rated range of 1,032km, and while our real-world tests put that figure closer to 800km, it’s still more than enough to do a Singapore-to-KL round trip with charge to spare.

Fast, Composed, and Genuinely Fun to Drive

You wouldn’t expect a 2.2-tonne, seven-seater MPV to be sprightly. But, with a combined output of 367bhp and instantaneous electric torque from the get-go, it leaps off the line with the enthusiasm of a much smaller, lighter car.

Switch to Sport mode and the throttle sharpens, the steering gains weight, and suddenly the E9 starts feeling more wagon than van. The dual-speed gearbox also does wonders for refinement, avoiding the whiny drone of a CVT and delivering slick, confident shifts whether you’re cruising or pushing.

Ride comfort is predictably cushy, yet the dampers are well-sorted enough to prevent the E9 from wallowing through corners or feeling unsettled over imperfections. Road noise, impressively, is a non-issue even with the car’s breadbox proportions.

And in one final nod to daily usability, GAC has gifted the E9 with a full panoramic 360-degree camera system. Park assist visuals even render the car translucent, letting you see “through” it in tight carparks.

Not the Flashiest, But It’s Got Substance Where It Counts

The E9 doesn’t try to out-glitz the competition. It doesn’t have the shock factor of a ZEEKR 009 or the spaceship-like cabin of an XPENG X9. Its infotainment is dated, and its gadget list could use a few more party tricks.

But what it offers instead is something arguably more valuable: balance. Space, comfort, power, and most crucially, peace of mind. This is the only plug-in hybrid MPV in its price segment that genuinely feels like it was engineered, not just assembled. And at under three hundred thousand for this fully-specced GX trim, it even undercuts rivals like the DENZA D9 in price.

If you’re after the loudest, flashiest lounge-on-wheels, the E9 may not top your list. But if you want an MPV that can glide through town in silent EV mode one day, tackle a cross-border drive the next, and cocoon your passengers in business-class comfort throughoutit’s hard to think of a more complete package than this.

Technical Specifications

GAC E9 PHEV

Engine: 2-litre in-line 4, Turbocharged
Drivetrain: Front-Wheel Drive
Power: 367 bhp
Torque: 320 Nm
Gearbox: 2-Speed (A) DHT
0-100km/h: 8.8 seconds (claimed)
Top Speed: 175 km/h
Fuel Tank Capacity: 56 litres 
Fuel Economy: 6.2 litres/100km (tested)
Price: S$290,988 (GL), S$310,988 (GX), both with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Jaguar’s electrified ambitions haven’t exactly grabbed headlines the way some of their German counterparts have.

The F-Pace itself is almost a decade old, having launched back in 2016, and for the most part, this F-PACE is the same car as the 2021 facelifted model, with the main difference being the Plug-in Hybrid powertrain that now resides underneath.

But hey, nothing wrong with an older model, and it quietly goes about its business, offering a “new” option for prospective customers who wish to snag up a car from the big cat before it goes woke.

Don’t expect any radical design shifts

This is still the muscular, cat-like SUV we’ve come to know. Wide haunches, that rakish bonnet, and the imposing grille up front.

It straddles that delicate line between elegance and aggression rather well. Plus, it doesn’t even have any badges that give away its greener intentions.

The biggest glow-up here is what lies within. With the 2021 refresh, the interior finally feels like a luxury SUV and not the cabin of a late-2000s executive saloon. There’s proper craftsmanship; tactile surfaces, stitched leather, and metallic accents that feel reassuringly premium.

Front and centre is the new 11.4-inch touchscreen. It’s slick, quick to respond, and thankfully not as fussy as you’d expect from a British carmaker’s attempt at digital reinvention.

Wireless Apple CarPlay and Android Auto come as standard, and there’s a cooling fan for the wireless charging pad so your phone doesn’t turn into a roasted marshmallow.

Singapore-bound units will all be the R-Dynamic variant, giving you gloss-black everything and visual drama. It’s easy to get carried away, and at that point, you’re playing in big-boy territory with BMW X5s and Land Rover Discoverys lurking nearby.

It’s still family-oriented 

Of course, there’s always a price to be paid, and in this case, it’s boot space. The battery eats into the underfloor storage, trimming the luggage capacity by around 20%.

No room for charging cables down there either. Most plug-in SUVs suffer the same fate.

But for everyday use? It still handles family duties just fine. And that elevated driving position continues to offer that all-important SUV smugness in traffic.

Power Meets Poise

The headline act here is a combined 398 horsepower, served up by a 2.0-litre four-cylinder turbo petrol and a 141bhp electric motor. The P400e is a sophisticated squall, giving the driver smooth and swift power.

Around town, the electric motor takes the lead, offering up to 67 kilometres of pure electric range under ideal conditions. That’s enough for most urban commutes and school drop-offs.

Once the battery runs out, the engine does consume some juice. We managed 13.7km/litre, a commendable figure with some dynamic driving thrown in.

The ride is commendably plush, even on the optional 22-inch wheels that look like they’ve been lifted straight from a concept car. Steering is light but accurate, and while you won’t be flinging this into corners like a sports saloon, it doesn’t embarrass itself on a B-road either.

Yes, the added weight from the battery makes it less sprightly than its non-hybrid siblings. But unless you’re doing your best impression of a Nürburgring lap, you probably won’t mind. It prefers a relaxed, confident lope.

Purrs Softly, Strikes Quietly

The Jaguar F-Pace PHEV isn’t the loudest player in the hybrid SUV market, and that might just be its greatest strength.

What it offers is balance, a serene daily driver that can be electric when you want, petrol-powered when you need, and stylish no matter what.

For buyers seeking something more distinctive than the usual suspects from Munich or Stuttgart, the F-Pace PHEV presents a thoroughly British alternative.

Quietly capable, endlessly charming, and with just enough bite to keep things interesting.

Technical Specifications

Jaguar F-Pace PHEV

Engine: 2-litre in-line 4, Turbocharged
Drivetrain: All-Wheel Drive
Power: 398 bhp
Torque: 640 Nm
Gearbox: 8-Speed (A)
0-100km/h: 5.3 seconds (claimed)
Top Speed: 240 km/h
Fuel Tank Capacity: 69 litres 
Fuel Economy: 15.6 km/litre (tested)
Price: S$237,888 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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If you’ve ever inherited an heirloom, you’ll know the burden it carries. Not just in keeping time, but in keeping tradition. The Land Rover Defender 110 PHEV is precisely that: a revered nameplate reborn for the modern world. One that must still climb mountains, both literal and metaphorical.

And what mountains they are.

The original Defender was the kind of machine you’d admire from afar, with its exposed rivets and no-nonsense demeanour. It looked like it could survive an apocalypse—and ride straight through one. But live with it day-to-day? Not unless your postbox is located on a farm track 2 kilometres outside of your home, or your idea of comfort included vinyl floors and an AM radio.

So, how do you replace a cult icon without alienating its congregation?

You build something that honours its past but doesn’t get stuck in it. That’s what the new Defender 110 PHEV is: a plug-in hybrid SUV that looks like it was hewn from granite, drives like a stately cruiser, and can still wade through floods like it’s chasing wildebeest across Africa.

The Defender 110 may wear its ancestry on its sleeve; squared shoulders, upright stance, and an air of indifference to passing trends. The old-school boxiness now comes with curves in all the right places, giving it a rugged elegance that manages to look at home in a jungle or the lobby of a five-star hotel.

Underneath, it’s all new. Gone is the ladder-frame chassis of yore. In its place is an aluminium monocoque that’s stiffer than your uncle’s gin and tonic. The body itself is structural, and the suspension (air-sprung in this PHEV variant) is sophisticated enough to make most luxury cars blush.

And yes, the numbers are impressive. Approach and departure angles of 38 and 40 degrees. A wading depth of 900mm. Ground clearance that puts most crossovers to shame. And it does all this without making you feel like you’re driving a tractor.

Manners Maketh Man

Surprisingly, it’s brilliant on tarmac. There’s a grace to the way the Defender 110 handles bumps and potholes. It doesn’t crash, it glides. It doesn’t roll, it leans thoughtfully. And when the road gets twisty, it feels planted, composed, and confident.

The plug-in hybrid system is based around a 2.0-litre turbocharged petrol engine paired with a 105kW electric motor, giving you a combined 296bhp and 625Nm of torque. That’s enough to whisk this aluminium-clad fortress from zero to 100km/h in just over 7 seconds. Not bad for something shaped like a garden shed.

And when you want to creep silently through a carpark or a forest trail, the electric-only mode offers up to 43km of range. Realistically, you’ll see closer to 30, especially with the aircon on and music streaming, but that’s still enough to do the daily school run and back.

And it’s still nicely kitted

Climb aboard, and the cabin is a study in contrasts. Industrial yes, with its magnesium crossbeams, rubberised floors, exposed screw heads, but also incredibly well thought out. 

Seats are broad and supportive, the infotainment system (now JLR’s latest Pivi Pro) is fast and responsive, and there are enough USB ports to charge a small battalion’s worth of devices. Storage is abundant. Legroom in the second row is generous, even with an adult sitting on the floor.

With the second row up, you get 853 litres of boot space. Fold them down and you’re looking at over 2,300 litres. That’s enough for camping gear, dogs, bikes, or whatever your version of adventure entails.

Built for the one in a thousand

Not everyone who buys a Defender is going to traverse mountain passes or rescue stranded hikers. Most will use it to shuttle kids, hit the grocery store, or navigate the CBD. But knowing it can do all those things? That it could go anywhere, even if you won’t? That’s what makes it special.

There’s a quote buried deep in Land Rover lore: “Above and Beyond.” And the Defender 110 PHEV lives up to it. It’s the Swiss Army knife of cars; versatile, unflappable, and yes, a bit indulgent. But if you’re the sort who values capability over convention, this may just be the best-kept secret in the premium SUV world.

And as we inch closer to a world dominated by electric pods and soulless transport, this plug-in Defender feels like a parting love letter to what SUVs used to stand for.

Adventure. Purpose. And a damn good story to tell.

Technical Specifications

Land Rover Defender 110 PHEV

Engine: 2-litre in-line 4, Twin-scroll Turbocharged
Drivetrain: All-Wheel Drive
Power: 296 bhp
Torque: 625 Nm
Gearbox: 8-Speed (A)
0-100km/h: 7.6 seconds (claimed)
Top Speed: 191 km/h
Fuel Tank Capacity: 90 litres 
Fuel Economy: 8.6 km/litre (tested)
Price: S$336,888 (HSE) without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Luxurious, meticulously crafted, and effortlessly capable of making any occasion feel special, it’s no wonder this grand tourer has aged gracefully.

But Bentley has never stopped refining this British icon. And now, in its latest iteration, things have taken a rather electrifying turn.

New heart, new soul?

The headline here, of course, is the ‘demise’ of Bentley’s venerable W12 engine. The smooth, sonorous behemoth is no more, and in its place sits an all-new twin-turbocharged V8 paired with a potent electric motor.

Now, before traditionalists start waving their walking sticks, consider this: Bentley hasn’t simply swapped engines for economy’s sake; it has re-engineered the Continental GT to become the most powerful road-going Bentley ever produced.

Together, they deliver a monstrous 771bhp and an equally impressive 1,000Nm of torque. That’s enough grunt to launch this two-and-a-half tonne beast from standstill to 100km/h in just 3.2 seconds, akin to strapping rockets to your favourite Chesterfield sofa.

But it’s not merely raw power that’s noteworthy. Bentley’s engineers have been hard at work beneath the skin, fitting sophisticated chassis wizardry such as four-wheel steering, active anti-roll bars, and adaptive dampers, all in a bid to transform this luxury cruiser into a genuinely athletic GT.

And the results are striking. Gone is the nose-heavy feel of previous generations. With the hybrid’s batteries tucked neatly into the rear, the weight distribution now favours the back wheels slightly (a near-perfect 49:51 split). The car feels remarkably balanced, especially through corners, pivoting gracefully rather than reluctantly lumbering through bends like its predecessors.

Sure, it still tips the scales at over two tonnes, and you’ll never mistake it for a nimble sports coupe, but the Continental GT now dances rather elegantly for its size, showcasing Bentley’s impressive sleight-of-hand engineering.

With a 25.9kWh battery (22.0kWh usable), Bentley claims up to around 80 kilometres of pure electric driving. It’s a generous figure, though in typical city conditions, expect less. Still, it’s sufficient to handle daily commutes without waking the petrol engine.

Charging, meanwhile, is capped at 11kW AC, meaning a full charge at home takes just over two hours.

While Bentley proudly touts its incredibly low emissions (29g/km of CO2), let’s not kid ourselves here; once the petrol engine kicks in, you’ll feel every ounce of the car’s substantial mass. Environmental credentials aside, though, the hybrid powertrain blends seamlessly between electric serenity and roaring V8 performance.

Refined Cruising

Where the Continental GT truly shines is its exceptional refinement. Even at highway speeds, cabin noise remains blissfully hushed, allowing for easy conversations or simply the appreciation of Bentley’s superb audio system.

Adaptive suspension absorbs Singapore’s urban potholes and expressway expansion joints with effortless grace; comfort mode genuinely feels like gliding on a cloud.

Switching to sportier settings sharpens everything up impressively, though the Continental remains more of an indulgent cruiser than a razor-sharp sports car. It will devour highway miles with consummate ease, but it’s happiest at a pace that allows you to savour its luxurious refinement rather than attacking every apex.

It’s a shame there are currently no plans to bring in the new GTC alongside the coupe. The car was genuinely built for you to savour an open-top lifestyle.

Design evolution, not revolution

After nearly two decades, Bentley has finally ditched its signature twin-headlamp look for a sleeker, single-lamp design. It might seem minor, but this tweak has made the GT look wider and more purposeful.

Elsewhere, Bentley sensibly retained most of the original bodywork, giving the Continental GT an evolutionary rather than revolutionary appearance.

It’s a restrained update, but when your starting point was already one of the most beautiful grand tourers on the road, restraint is commendable rather than cautious.

A first-class lounge on wheels

Step inside, and it remains unmistakably Bentley – luxurious, sumptuous, and effortlessly sophisticated. Every surface you touch feels like money well spent, from the softest leather upholstery and finely polished wood veneers to the metallic switchgear that clicks with a reassuring solidity.

The rotating Toblerone-style infotainment display remains, allowing you to alternate between a high-tech touchscreen and a classic analogue dial arrangement.

Call me old-fashioned, but there’s something genuinely satisfying about watching this elegant mechanism spin around, transforming the cabin’s ambience at the simple touch of a button.

Rear-seat practicality isn’t brilliant; this is more of a luxurious 2+2 rather than a genuine four-seater. But honestly, how often do Continental GT buyers concern themselves with the practicality of ferrying adults in the back? 

Boot space, on the other hand, has taken a hit thanks to the placement of the battery pack, down from 358 litres to just 260 litres.

You might not be loading your entire family’s luggage, but for a leisurely weekend getaway, it’ll manage just fine.

Better than ever, in almost every way

Losing the W12 might seem like Bentley has parted ways with part of its heritage, but the reality is that the new hybrid V8 powertrain feels fresher, more responsive, and more befitting of Bentley’s forward-looking luxury ethos.

The Continental GT remains the benchmark for grand tourers, offering supreme comfort, remarkable sophistication, and now, genuine performance agility.

Is it the most thrilling GT you can buy? Perhaps not. Cars like the Aston Martin DB12 or Ferrari Roma offer more visceral excitement. But if your idea of automotive bliss involves covering vast distances in peerless luxury, combined with seamless, effortless power delivery, few cars on earth can rival this Bentley.

Technical Specifications

Bentley Continental GT Plug-In Hybrid

Engine: 4-Litre V8, Twin-Turbocharged|
Drivetrain: All-wheel drive
Power: 771 bhp
Torque: 1000 Nm
Gearbox: 8-speed (A) DCT
0-100km/h: 3.2 seconds (claimed)
Top Speed: 335 km/h
Fuel Economy: 9.7 km/litre (claimed)
Price: POA (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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

Plug-in hybrids (PHEVs) are beneficial because they offer a combination of electric and petrol power, allowing for electric-only driving for shorter trips while still providing the range of a conventionally-powered engine for longer journeys.

The Jaecoo J7 is the latest offering from the Omoda-Jaecoo conglomerate, and though it may not be the most refined or sporty choice, you’ll be hard-pressed to find something else more efficient.

Subtle and clean

At first glance, the Jaecoo J7 captivates with its assertive stance and sleek lines. The front fascia is dominated by a prominent grille with vertical slats, flanked by LED headlights that give it a Range Rover-esque look.

Subtle design elements, such as retractable door handles and 19-inch alloy wheels, enhance its modern aesthetic.

Stepping inside, the Jaecoo J7 offers a cabin that prioritises both space and comfort. The interior exudes a minimalist yet technologically advanced ambience, featuring a dual-screen setup comprising a 10.25-inch instrument cluster and a 14.8-inch infotainment system.

Wireless Apple CarPlay and Android Auto come standard, alongside a 50W wireless charging pad.

The seats, upholstered in synthetic leather with accent stitching, provide excellent lateral support and are equipped with heating and ventilation functions.

A panoramic sunroof floods the cabin with natural light, enhancing the sense of openness and comfort for all occupants.

Speaking of comfort, space is abundant in the J7, with generous legroom and headroom in the rear.

Even with a full posse in tow, you can easily squeeze all of your belongings in the car’s 500-litre boot.

Gentle is the way to do it

Under the bonnet, the Jaecoo J7 is powered by a 1.5-litre turbocharged petrol engine and paired with a single electric motor, the system delivers 342bhp and 525Nm. For the PHEV, the engine is mated to a 3-speed intelligent transmission (DHT).

The suspension system leans towards comfort, absorbing road imperfections effectively, and the steering is light, making urban manoeuvres effortless. However, when driven spiritedly on winding roads, the J7 unsurprisingly tends to wallow, its handling reflecting its SUV nature of prioritising comfort over sporty dynamics. 

To make life easier for the driver, the J7 features a host of advanced safety features, including adaptive cruise control, lane departure warning, and a 360-degree high-definition panoramic camera system.

Where the J7 outclasses most other cars is in fuel efficiency. With an 18.3kWh battery providing additional support to the engine, it offers exceptional fuel economy figures, making it a practical choice for those mindful of both their carbon footprint and fuel expenses.

Heck, you can even run up to 90km with electrical energy alone. That’s impressive.

Our test drive garnered an impressive 17.5km/litre, which meant the fuel tank could theoretically achieve more than 1000km of range. Driving to Thailand in one tank then is nothing but child’s play.

The sensible choice

If you are looking for something practical and fuel-efficient, the Jaecoo J7 stands as a compelling option in the SUV market.

It presents a well-rounded package, offering a harmonious mix of practicality, comfort, and technology, catering to a broad spectrum of drivers. For the sensible sort, you can’t go wrong with this.

Technical Specifications

Jaecoo J7

Engine: 1.5-litre 4-cylinder in-line, Turbocharged
Drivetrain: Front-wheel drive
Power: 255 kW (342 bhp)
Torque: 525 Nm
Gearbox: 3-speed (A) DHT
0-100km/h: 8.5 seconds (claimed)
Top Speed: 180 km/h
Fuel Capacity: 60 litres
Combined Drive Range: >1200 km (WLTP)
Fuel Consumption: 0.7 litres / 100km (claimed)
Power Consumption: 18.7 kWh / 100 km (WLTP)
Price: S$227,888 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Positioned as the brand’s flagship model in Singapore, the seven-seater SUV marks a significant milestone for Mazda, being the first in its local lineup to feature a plug-in hybrid powertrain.

The CX-80 is part of Mazda’s Large Product Group and stands out with its commanding dimensions.

Measuring 5 metres in length, 1.89 metres in width, and with a wheelbase of 3.1 metres, it is designed to cater to families seeking spaciousness and comfort.

Notably, the last row of seats can accommodate passengers up to 1.6 metres tall, making it practical for both children and adults.   

Mazda has equipped the CX-80 with a range of advanced features that enhance both driver convenience and passenger comfort.

Highlights include a 12.3-inch Digital Instrument Display and a heads-up ‘Active Driving Display,’ ensuring essential information is always within the driver’s view.

The infotainment system, also displayed on a 12.3-inch screen, supports wireless Apple CarPlay and wired Android Auto as standard.  

One of the standout innovations is the Driver Personalisation System, which uses facial recognition to store seat positions for up to six different profiles.

The system can even adjust the seat to an optimal height based on the driver’s eye level and includes Entry Assist for easier ingress and egress.  

Other features include wireless charging, multiple USB-C ports, a premium 12-speaker Bose audio system, and three-zone climate control.

Rear passengers benefit from dedicated air vents, ensuring a comfortable journey for all occupants.   

The CX-80’s plug-in hybrid powertrain combines a 2.5-litre naturally aspirated four-cylinder engine with an electric motor, delivering a combined output of 323bhp and 500Nm of torque.

Paired with an eight-speed automatic transmission and all-wheel drive, the SUV accelerates from 0 to 100km/h in 6.8 seconds.  

As a plug-in hybrid, its 17.8kWh battery offers a pure electric driving range of up to 60km under ideal conditions.

The CX-80 is set to make its public debut at the Singapore Motor Show in January 2025. Officially priced at $376,888, Mazda is offering a special pre-launch price of $328,888, providing early buyers with a compelling incentive.  

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Land Rover has always been a brand with a dual personality. On one hand, it’s the go-to for adventurers needing a vehicle capable of conquering the wildest terrains – think scaling rocky cliffs, fording rivers, or crossing the Sahara.

On the other hand, it’s often spotted in the driveways of football stars and celebrities.

But just because some Range Rovers are more likely to see the streets of Beverly Hills than the outback, doesn’t mean they lack substance. The Range Rover has a loyal fanbase that borders on the fanatic.

Whether they need its formidable capabilities or not, people are drawn to it, charmed by its blend of luxury and ruggedness. It’s the kind of car that creates serial owners, or at the very least, a deep-seated yearning to one day have one parked in the garage.

The Range Rover is also one of those rare vehicles that seem to defy the usual rules of the automotive industry. The previous model launched back in 2012, and even a decade later, it was still ticking all the boxes for its discerning, high-end clientele. That’s no small feat in an era where trends change faster than you can say “luxury SUV”.

But then you catch a glimpse of the new Range Rover (and only in its fifth generation, mind you, in 51 years) and you realise that not even this icon is immune to the relentless march of progress.

Technology and connectivity have become as crucial as horsepower and leather seats. And, of course, there’s the looming reality of climate change, which is no longer just a topic for debate but a pressing issue that demands attention, even from a brand as storied as Land Rover.

Thus, this plug-in hybrid variant was born, and it’s ready to meet the future head-on.

Smooth as silk

Immediatelly from the get go, it’s clear that Land Rover is aiming squarely at the top of the luxury automotive foodchain with this one.

Built on a fresh MLA-Flex chassis, this iteration of the Range Rover is now 50% stiffer than its predecessor, thanks to strategically placed high-tensile steel.

The suspension setup is where the magic happens; the Range Rover has fully independent air suspension with a new five-link rear axle and twin-valve dampers. Those massive 22-inch wheels might send a slight tremor through the chassis on sharp impacts, but for the most part, the ride is as smooth as silk.

The electric power steering is precise but light, and the ZF automatic gearbox remains as silky as ever. While it has a certain poise and body control, this isn’t a vehicle that enjoys being pushed hard around corners.

It’s much happier when you back off and let it do what it does best – delivering a sublime ride. Comfort mode felt like the right place to be.

What about the hybrid system?

What really sets this Range Rover apart, though, is its seamless integration of a hybrid system. The transition between electric and petrol power is so smooth you’d hardly notice it.

There’s enough electric range to make a real difference, and it can charge quickly enough (at 50kW DC) to make public charging a viable option.

Even after the battery is drained, the Range Rover still manages a respectable 8.9litres/100km, which is impressive given the luxury it’s lugging around. And if you keep that battery topped up, you’ll enjoy about 80 kilometres of electric range.

Speaking of, in electric mode, it’s easy to push the throttle too hard and kick the petrol engine into action. But that’s a small trade-off for the peace of mind that comes with lower emissions and the knowledge that electric power fits the Range Rover’s character so well.

And with a combined 542bhp and 800Nm of torque on tap, lugging around that extra battery weight doesn’t feel like a chore. 

You’ll be hard pressed to find something else more comfortable 

Refinement is the name of the game here. The Range Rover cocoons you from the outside world with the kind of serenity usually reserved for a Rolls-Royce.

Advanced speaker technology, combined with the car’s inherently solid chassis, provides a revised active noise cancellation system.

It monitors wheel vibrations, mechanical noise, and tyre hum, then uses the 1,600W Meridian audio system to send out a noise-cancelling signal. Oh, and did I mention there are 35 speakers, including four hidden in the headrests? Yes, 35.

It’s a bit of a pity that Singapore’s urban jungle doesn’t offer much in the way of off-road challenges. This meant the Range Rover’s Terrain Response 2 system, which automatically adjusts the various chassis settings remains untapped.

But even without the mud and rocks, this is an SUV that clearly knows its way around luxury.

This looks very posh

Indeed. The Range Rover cabin is a smorgasbord of plated metals, ceramics, mosaic marquetry, and contrasting colours.

The five-seat (though in most cases, the rear centre seat would be deployed) configuration offers a palatial amount of rear legroom, complete with massage functionality for the front folk.

Everywhere you look, the Range Rover’s interior exudes quality; there’s not a subpar switch or button in sight, save for the occasionally temperamental steering wheel controls.

The doors themselves close with a satisfying thud, and, borrowing a page from Rolls-Royce, they can even be specced with power assistance. 

Driving position is as you expect – classic Range Rover, commanding and confident. But the modernity really shows in the technology. A new electrical architecture supports over-the-air updates and manages a staggering 69 individual ECUs that can handle nearly 23,000 network messages. It’s like driving The Matrix.

Apple CarPlay, Android Auto, and Alexa voice AI are all integrated into the upgraded version of Pivi Pro, featuring a 13.1-inch touchscreen (the largest ever in a Land Rover).

The graphics are sharp, and the user interface is generally solid, though it doesn’t quite match the intuitive nature of Mercedes’ MBUX. Haptic feedback is an option, but it can slow things down a bit, so you might prefer to switch it off.

Land Rover, like many others, has overcomplicated the climate control system with screen-only controls, removing the rotary dials that used to adorn the centre console. Though they were fiddly to use, the dials were much more intuitive than the current fingerprint-smudged screen configuration.

As for the boot, it’s spacious without being cavernous, providing 1,050 litres with the seats up. The “Executive Class rear seats” do eat into that space a bit, but it’s still more than enough for most family needs. 

It’s subtle, but still bold enough to notice

The Range Rover has shed its flashy trimmings and adopted a more refined, mature demeanor. Gone are the oversized intakes and bold bumpers, replaced by a sleek, sophisticated design that speaks with quieter confidence.

The exterior is cleaner than ever, with a smooth, almost gel-like finish that gives it a distinguished presence. Black gloss accents are thoughtfully placed throughout the exterior, enhancing its polished look. 

And yes, those two shark fin antennas perched on top aren’t just for show, Land Rover has acknowledged they’re essential to handle the growing number of wireless connections that today’s vehicles demand.

Confidence in spades

This Range Rover exudes confidence, and rightly so. It may not be as dynamic as some of its luxury SUV counterparts, but that’s not its aim. The Range Rover exists in its own realm, not concerned with proving itself beyond what’s necessary.

If you’re in the market for one, this plug-in hybrid variant is the one to get. The integration of electric power feels like it was tailor-made for the Range Rover, and you can essentially run on standalone electrical power as long as a charger is within easy access.

After 50 years of perfecting the formula, Range Rover knows how to nail the brief.

Technical Specifications

Range Rover Plug-In Hybrid

Engine: 3.0-litre In-line 6-cylinder, Twin-charged
Power: 542 hp
Torque: 800 Nm
Gearbox: 8-Speed (A)
0-100km/h: 5.0 seconds (claimed)
Top Speed: 250 km/h
Fuel Capacity: 71.5 litres
Battery Capacity: 31.8kWh

Price: S$806,888 excluding COE (accurate at the time of this article)
Contact: Land Rover Singapore

Photo Credits: Sean Loo (@auto.driven)

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BMW has just unveiled the new M5. The V8 lives on, but it is now coupled to a new hybrid system; 577bhp 4.4-litre from the V8, 194bhp from the electric motor.

Combined, the M5 can churn out a staggering 717bhp and an eye-watering 1,000Nm of torque.

But, because of the new system, the M5 tips the scales at a hefty 2,435kg, compared to the 1,895kg of its 2020 predecessor.

That extra weight shows: BMW claims the new M5 will hit 100km/h in 3.5 seconds, just a hair slower than the previous model’s 3.4 seconds.

Keep it in EV mode, and you get 69km of range and speeds of up to 140km/h without waking the V8, thanks to an 18.6kWh battery that can be charged up to 7.4kW. But come on, you bought an M5 for the big engine up front, right?

All this power is sent to the wheels via a rear-biased all-wheel-drive system, but if you’re feeling adventurous, you can send all the power to the rear wheels by turning off the car’s Dynamic Stability Control system. Tempting.

The M5’s double-wishbone front axle and five-link rear axle suspension setup, complete with model-specific kinematics and elastokinematics, ensure you have optimal feedback and directional accuracy. The electrically assisted rack-and-pinion steering, rigidly connected to the front axle subframe, enhances this precision.

The adaptive M suspension system with electronically controlled dampers, and BMW’s Integral Active Steering, which can steer the rear wheels by up to 1.5 degrees, further refine the driving experience.

The new M5 sports a nearly entirely enclosed gloss black kidney grille with the M-typical double-bar and M5 badge, flared wheel arches increasing the car’s width by 75mm at the front and 48mm at the rear, and a rear spoiler and two-section diffuser.

The embossed ‘M5’ logo at the Hofmeister kink is a nod to its rich heritage.

Step inside, and you’re greeted by an M-specific centre console, a flat-bottomed M leather steering wheel with illuminated M buttons, and M multifunction seats. BMW’s Curved Display running Operating System 8.5 with M-specific content ensures you stay connected and in control.

The BMW M5 will make its world premiere at the Goodwood Festival of Speed in July 2024, with production set to start at BMW Group Plant Dingolfing the same month. 

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Just a few weeks after dropping the all-electric BMW i5 and some combustion engine variants juiced up with 48-volt mild hybrid tech, BMW is rolling out not one, but two plug-in hybrid models for the BMW 5 Series come this November. Meet the BMW 530e Sedan and the BMW 550e xDrive Sedan, the latest additions to the BMW family.

The new 5 Series Sedan will soon offer the entire spectrum of electrified powertrains, and these two hybrids are the icing on the cake.

The BMW 530e Sedan, with its four-cylinder petrol engine, and the BMW 550e xDrive Sedan, with an in-line six-cylinder petrol engine, are setting new standards. Both are armed with the latest BMW eDrive technology for plug-in hybrid systems.

The electric motor in these hybrids isn’t just an afterthought; it’s seamlessly integrated into the 8-speed Steptronic Sport transmission, along with its power electronics. The result? Exceptional efficiency and a power boost of up to 145 kW (197 hp) for the 550e Sedan and 135 kW (184 hp) for the 530e Sedan, adding to the overall system output.

The BMW 550e xDrive Sedan, the kingpin of this duo, is a powerhouse. Its 3.0-litre in-line six-cylinder petrol engine combined with eDrive tech churns out 360 kW (489 hp) and a monstrous 700 Nm of torque. This beast sprints from 0 to 100 km/h in just 4.3 seconds, and its top speed is electronically capped at 250 km/h. But here’s the kicker – it can go up to 140 km/h in pure electric mode. 

The BMW 530e Sedan, on the other hand, flexes its muscles with a 2.0-litre in-line four-cylinder petrol engine and eDrive tech, delivering a maximum system output of 220 kW (299 hp) and a maximum torque of 450 Nm. It can race from 0 to 100 km/h in a respectable 6.3 seconds, with a top speed of 230 km/h, or up to 140 km/h in pure electric mode.

Both these hybrids bring more than just a pretty face to the table; they’ve got stamina. The electric range for the BMW 550e xDrive Sedan is 83 to 90 kilometres, and for the BMW 530e Sedan, it’s an impressive 93 to 103 kilometres. That’s the kind of range that makes longer commutes a breeze without spewing emissions all over the place.

Plus, their aerodynamic designs, complete with clever underbody tweaks, ensure they slice through the air like butter, reducing CO2 emissions and increasing electric range by up to ten kilometres.

But what about regenerative braking? BMW’s got that covered too. Their adaptive recuperation system cleverly harvests energy during the overrun and braking phases. To top it off, it uses navigation data and driver assistance systems to fine-tune the power regeneration according to the road ahead.

The lithium-ion high-voltage battery is neatly tucked away in the vehicle underbody, keeping the centre of gravity low and leaving you with a generous 520 litres of storage space, just like the non-hybrid siblings.

And here’s some good news for the impatient souls – the maximum charging power has been doubled so that you can juice up from zero to 100 per cent in just 3 hours and 15 minutes. At a regular household socket, it’ll take a little over 11 hours, so you can wake up to a fully charged ride.

And before I forget, these hybrids come loaded with tech. From 19-inch alloy wheels to the BMW IconicSounds Electric system that serenades you with acoustic feedback as you accelerate in electric mode.

If you’re eyeing the BMW 550e xDrive Sedan, it comes standard with Adaptive Chassis Professional, which includes electronically controlled shock absorbers and a lowered suspension, along with Integral Active Steering. It’s like having your car whisper sweet driving advice in your ear.

And the pièce de résistance? The BMW Interaction Bar is an ambient lighting marvel combining functionality with breathtaking design. Touch-sensitive panels control ventilation, air conditioning, and hazard lights, all wrapped in a mesmerizing crystalline surface that spans the width of the instrument panel and into the door panels.

The BMW 5 Series Sedan is ushering us into a new era of driving, one where power, efficiency, and style converge in electrifying harmony.

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