If you’re scratching your head wondering what’s new with this facelift, don’t worry, you’re not alone. The updates are subtle, but Volkswagen insists they’re there.

Launched back in 2019, the T-Cross is essentially a beefed-up Polo; built on the same MQB platform, sharing engines, and hailing from the same Spanish factory.

It’s a cheerful little crossover that managed to carve out its own identity, and has been a hot seller ever since. I mean, 1.2 million units sold worldwide sounds decent, don’t you think?

So what’s new?

The Volkswagen T-Cross now sports new bumpers front and back, adding 21mm to its overall length. These tweaks, as VW claims, are meant to give the T-Cross a bit of a family resemblance to its bigger sibling, the Touareg. 

Both light signatures fore and aft get new designs too, alongside a splash of silver underbody protection, and a few more vibrant exterior colours to brighten things up.

One standout shade ‘Rubber Ducky Yellow’ was actually named by VW’s social media fans. Shame this same shade is called “Grape Yellow” here.

Compact chugger

No fancy hybrid tech in sight here. At the heart of the T-Cross is a 1.0-litre turbocharged 3-cylinder petrol engine, a familiar sight in the VW Group lineup.

Is it any good in the T-Cross? Well, yes and no. If you punch it, it’s got just enough grunt to get you moving. But, this also gives the engine a pretty grouchy demeanour. 

This isn’t helped by the 7-speed DSG gearbox. For some reason, it feels like it’s been programmed with an almost obsessive desire to shift up early and hold on for dear life, putting you out of the bandwidth for optimal acceleration.

But hey, this is a dual-clutch transmission after all. The shifts are smooth, and if you’re itching for a bit more control, there are paddles on the steering wheel that respond promptly.

How does it handles corners?

The T-Cross gets brownie points for its driving position. It’s suitably elevated, giving you that “SUV” feel without making you feel like you’re wobbling on stilts.

Sure, there’s a bit of body roll around corners, and the steering doesn’t exactly encourage any spirited driving, but owners of the T-Cross aren’t entering corners the same way Golfs and Siroccos do.

The chassis handles bends without much fuss, keeping things mostly stable and surefooted.

Ride comfort is a little on the firm side, but nothing that will make you wince. It actually handles bumps rather well for a car of its size and type, likely because it’s fairly light. That lightness also translates into confident braking performance.

For long-distance cruising, the T-Cross isn’t half bad. The suspension, combined with the soft seats, makes for a pleasant ride, although the firmness does mean you’ll notice a bit more road and wind noise, especially from those large wing mirrors.

The steering could also use a bit more weight to improve road stability, but overall, the T-Cross is a solid enough performer for its segment. It may not set your pulse racing, but it is well-rounded and sensible, getting the job done with minimal fuss.

Subtle updates on the inside

It’s no secret that the pre-facelift VW T-Cross had an interior that left much to be desired. Step inside, and you were greeted by an overwhelming amount of scratchy, hard plastics; not what you’d expect if you were used to the more polished confines of a Golf or Polo.

But with the facelift, Volkswagen clearly got the memo. The interior has been given a proper once-over, with the dash now sporting softer materials and a more prominent infotainment setup.

Spring for the R-Line trim like the one in the photos, and you’ll find more of that soft-touch goodness on the doors as well. And, thankfully, they’ve kept a separate climate control panel. 

The 8.0-inch infotainment screen is small by today’s standards, but graphics are crisp and navigating the system is fairly straightforward. The digital instrument cluster is clear and concise too, exactly what you want for an effortless driving experience. 

Despite sharing the same wheelbase as the Polo, the T-Cross offers a bit more breathing room inside thanks to its bigger body. You’ll notice this especially in the back seats; adults up to about six-foot-something can sit comfortably without feeling like they’re being squeezed into a shoebox.

There’s decent knee and headroom, though fitting a third person in the middle seat will quickly turn into a game of elbow wars. 

Storage space is respectable too. With the rear seats upright, the T-Cross offers 385 litres of boot space. Fold the seats flat, and that figure jumps to 1,281 litres. If you need even more room, the rear bench slides forward by 140mm, upping the boot space to a solid 455 litres.

What about competition?

Oh, there’s plenty. You’ve got the likes of the Toyota Yaris Cross, Lexus LBX, Peugeot 2008, Kia Niro, and the Hyundai Kona.

While it is practical enough, the engine is where the T-Cross loses out most. Without a full hybrid setup, it loses the economy race almost immediately. But…

It’s still a ray of sunshine

And kudos to Volkswagen for doing more than just the bare minimum with the T-Cross. It could have easily been another half-hearted attempt at a facelift, but to their credit, they’ve gone beyond that.

It might not be cutting-edge by today’s standards, but the T-Cross still holds onto that no-nonsense charm. It’s a solid choice for those who just want a simple, sensible ride that does the job without too much fuss.

Technical Specifications

2024 Volkswagen T-Cross R-Line

Engine: 999cc 3-cylinder turbocharged
Drivetrain: Front-Wheel Drive
Power: 114bhp
Torque: 200Nm
Gearbox: 7-speed DSG
0-100km/h: 10.3 seconds (claimed)
Top Speed: 192 km/h
Fuel Economy: 15.9 km/litre (claimed)

Price: S$169,900 (Style), S$174,900 (R-Line), both with COE (accurate at the time of this article)
Contact: Volkswagen Singapore

Photo Credits: Sean Loo (@auto.driven)

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Believe it or not, Triumph’s Tiger line of motorcycles has been around since the 1930s, built back then under Triumph Engineering, and then later by Triumph Motorcycles Ltd from 1993 onwards.

From the present-day company’s rally-pedigree Tiger 900 in 1993 to various models in the interim, we come to the most brawny adventure bike in Triumph’s line-up, the Tiger 1200, here in Rally Explorer guise.

Folks, this is a big boy.

Sittin’ High

It looks mean, tough and ready to conquer pretty much any surface that can be thrown at it. Hand guards, an aluminium sump guard with moulded upper, engine protection and fuel tank protection bars mean you can bush-bash and not fret.

With ground clearance this good, the Tiger 1200’s go-anywhere credentials will not leave you wanting no matter the terrain. Jaunts up north and further off the beaten track are wholly doable.

Illuminating your path off the beaten track is a full LED headlight with adaptive cornering lights and a built-in daytime running light (DRL). If that isn’t enough, there’s also a pair of LED foglamps to further light the trail.

Just above it sits a manually adjustable windscreen. One simply needs to grab its handle and pull upwards or push downwards to adjust, and it’s simple enough to do on the move.

Part of its great ground clearance comes courtesy of the standard-fit Showa semi-active suspension with 220mm of travel.

The rear shock features automatic preload adjustment and can lower the seat height by up to 20mm by pressing the ‘Home’ button on the right handlebar controls for one second.

Wish I’d known about this sooner, for it would have made getting on and off the bike much easier. Not a biggie though, for it was easy enough to mount up via the foot pegs, and then retract the side stand once seated.

Oh, and the other part of its great ground clearance comes from the foot pegs themselves being moved up and closer to the bike.

Stopping duties fall to twin Brembo Stylema 4-piston monobloc radial callipers with 320mm floating discs up front, and a solitary Brembo single-piston calliper clamping down on a 282mm disc in the rear, aided by ABS. They’re strong and feel reassuring right out of the gate.

I like how the wire-spoke Akront rims add a classic touch to the Tiger 1200. Measuring 21-inches in front and 19-inches in the rear, they’re wrapped with off-road-looking Metzler Karoo Street rubber in 90/90-21 and 150/70 R18 sizes fore and aft respectively.

Even though they look off-roady, their on-road manners are impeccable.

Ergonomics on board are well executed, as are rider aids. Controls are well positioned, falling naturally to fingers, and easy and intuitive to use. A seven-inch full-colour TFT display can be customised to one’s liking and displays pertinent information clearly.

Them’s the basics. Let’s ride.

Flyin’ High

Riding the Tiger 1200 is easy, since it is very ergonomic and one can get used to it quickly.

Moving off requires little effort, thanks to its 1,160cc triple-cylinder engine putting out 150hp and 130Nm of torque. Drive is sent to the rear wheel via a low-maintenance driveshaft, so no worries about having to scrub and oil a chain.

Power delivery is very linear, and one is always aware of the driveshaft whirring away down below with the gearbox. It isn’t unpleasant in the slightest, and adds to the visceral experience that adventure biking is sure to bring.

Aiding the ease of riding is the Triumph Shift Assist quick shifter which lets the rider bang up and down through the gears clutchlessly while on the move. Use this to your advantage, and the engine note goes from gruff to a wail and into a howl at the top end.

Then bang in another gear and do it all over again.

Through it all, the Tiger 1200 remains unflappable. Straight-line stability is good, and the bike remains planted and solid-feeling. But it also cossets the rider, thanks to the semi-active Showa suspension.

Bumps and ruts picked up by other bikes are pretty much non-existent on this Tiger, and one can sail smoothly down the road.

Helping out the rider are some creature comforts. There are six ride modes to choose from, such as Rain, Road, Sport and Rider, to further fine-tune the throttle response and handling characteristics of the bike. Standard cruise control is there for longer and quieter stretches of highways.

There’s also a blindspot monitoring system that blinks amber below each mirror to warn of unseen traffic, and this is the first time I’ve seen this on a motorcycle. It’s not gimmicky and actually works very well.

There’s no getting away from this bike’s width. Lane filtering is best left to larger gaps, but it can be done if one is prudent and sensible about it.

Its 30-litre fuel tank means amazing range for a motorcycle between fill-ups, but it also adds to the heft of the bike.

However, despite its 262kg wet weight, and by using the counter-steer method, the Tiger 1200 can smartly tip into a lean and carve-up curves with those Metzler donuts remaining grippy on the blacktop.

Practicality is catered for, with suitable mounting points already set up for panniers and a box, so your next adventure is but a ride away.

Should You Buy One?

At $58,800 before COE and insurance, the Tiger 1200 Rally Explorer offers a lot of kit for the money. Add to that its three-year unlimited mileage warranty and you have even more reason to consider it.

It looks rough and ready to rumble, but it remains really comfortable. It can sing throatily and set your nether regions tingling with glee. And it can do the daily-ride duties well. That’s a really compelling package if you ask me.

Head on down to the showroom and take a test ride. I’m pretty sure you’ll come back with a big smile on your face.

Only serious bikers need apply because the Tiger 1200 comes across as a serious adventure bike.

Photo Credits: Joel Tam (@carboy_365)

Technical Specifications

Triumph Tiger 1200 Rally Explorer

Engine:  liquid-cooled, 12-valve DOHC, 1,160cc inline 3-cylinder
Gearbox: 6-speed manual with Triumph Shift Assist
Clutch: hydraulic, wet, multi-plate, slip and assist
Driveline: driveshaft
Power: 150hp @ 9,000rpm (100hp in Rain Mode)
Torque: 130Nm @ 7,000rpm
Fuel Economy (combined): 5.1-litres/100km or 19.6km/litre (claimed)
Fuel Tank Capacity: 30 litres
Wet Weight: 262kg
Width: 849mm (handlebars), 982mm (handguards)
Wheelbase: 1,560mm
Unladen Seat Height: adjustable 875mm/895mm
Rake: 24.0-degrees
Tyres( front):  90/90-21
Tyres( rear): 150/70 R18
Brakes (front): twin 320mm floating discs, Brembo Stylema 4-piston monobloc radial callipers
Brakes (rear): single 282mm disc, Brembo single-piston calliper
Suspension (front): Showa 49mm, semi-active damping upside-down (USD) forks
Suspension (rear): Showa semi-active damping monoshock, with automatic electronic preload adjustment
Price: $58,800 (before COE and insurance, accurate at the time of this article)
Contact: Triumph Motorcycles Singapore

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Kudos to Hyundai for daring to make a brazen and blunt-looking sports utility vehicle (SUV), which contrasts well with other softer, rounder SUVs in its segment, with its chief price competitor being the Mazda CX-60.

The previous generation Hyundai Santa Fe was muscular, but noticeably rounder. This new Santa Fe TurboHybrid is still muscular, albeit boxy and butch-looking, and we think all the better for it.

Blunt or rotund, that seems to be the nearly SGD$300,000 question.

Battleship-esque

Head-on, the Santa Fe TurboHybrid’s sheer frontal area looks ready to indiscriminately bulldoze lesser vehicles out of its way, accompanied by suitably sinister-looking and striking ‘eyes’ courtesy of ‘H’ pattern daytime running lights (DRLs) in the LED headlight assembly.

Everything is really upright here at its bluff nose and contrasts well with the raked windscreen, with the bonnet betwixt serving to look like a mountainous plateau in the process.

Wide haunches mark out the wheel arches, further strengthening this large SUV’s musculature. Meaty 255/45 R20 tyres wrap around black 20-inch multi-spoke rims and make this vehicle look well-planted on the blacktop, especially in the test car’s Earthly Brass Matte hue.

Make no mistake about it – this Santa Fe TurboHybrid is visually and actually spacious, thanks to its now-longer 2,815mm wheelbase, and bodes well for its occupants.

Slab-sided doors further add to the effect of solidity, and the C-pillar cleverly hides an Assist Handle that makes clambering up to access roof-mounted items that much easier, much to the delight of active outdoorsy folks I’m sure.

Round the back, one is yet again greeted by another pair of sinister ‘H’ patterns, this time in devilish red, in the chunky taillights sitting in that mahoosive electric tailgate.

If at this point it hasn’t yet sunk in, heft is the theme of this new Santa Fe TurboHybrid.

Stern

The gargantuan tailgate swings electrically upwards to reveal 628 litres of luggage space with the third row of seats stowed. Yes, third row. More on that in a bit. Just remember to park a little further away from a wall.

Fold the second row away, however, and you’ve just liberated a cavernous 1,949 litres of HDB flat-moving ability. Be prepared for friends to ask for your assistance when shifting house.

Back to the third row, it’s sufficient to accommodate younger children for longer commutes or squeezing in adults for shorter jaunts to and from the office during lunch. This space gets its own cupholders though, which is a nice touch for the young’uns.

Midship

The second row is generous in its proportions and can be adjusted forward to liberate more legroom at the rear if the third row is in use, or aft for more legroom in the second row itself.

The centre console features a rather deep drawer for storing knickknacks, and no doubt will serve the family with children very well.

As will an aircon vent on either B-pillar to keep second-row occupants cool, and a USB Type-C port integrated neatly into the rear side of each front seat for mobile-device charging duties.

Two cupholders feature on each door just forward of the armrest, while another bottle holder features lower down. Lots of drink storage back here. Manual sunshades for the rear windows serve to keep occupants nice and comfy on boiling hot days.

At this point, the panoramic sunroof in this Calligraphy variant bears mentioning. I think Hyundai has done it rather cleverly.

The sunroof is offset more rearward to allow both rear rows of passengers a direct skyward view, and the shade for this portion of the sunroof is electrically operated.

The forward section has a manual sunshade which is easily operated from the driver’s or passenger’s seat and allows natural light to filter in without reflecting off the trim or screens.

Fore

The front seats themselves are supportive and comfortable. Featuring heating and cooling, as well as electrical adjustments with two memory settings for the driver, getting the seats into one’s preferred position is a cinch.

The steering wheel is also electrically adjustable and features the requisite steering-mounted controls for audio, telephony, adaptive cruise and scrolling through various pages in the instrument screen.

As expected of a modern Hyundai, two large screens sit side by side on the dashboard. The instrument cluster is cleanly laid out and is aided by a Head-Up Display (HUD) showing speed, adaptive cruise and blindspot monitoring information.

Beside it sits the 12.3-inch touchscreen infotainment system, featuring wireless Apple CarPlay and Android Auto. Again, it’s cleanly laid out and easy to get to grips with. The audio system plays nice and loud without becoming fatiguing.

Accoutrements

Just below that sits the aircon control panel, which features a neat combination of both physical and haptic-touch controls and works simply and easily. Other manufacturers who love to use touchscreen controls need to look to this system as the gold standard when it comes to a modern, yet simple and intuitive implementation of climate controls.

The glovebox is of a good and usable size, and there’s also a smaller cubby for UV-C sterilization just above it. Simply push the button next to the infotainment screen to reveal this hidden pathogen-destroying space for your mobile phones, wallets, pens, et al.

Not one but two wireless chargers feature in the centre console of the Calligraphy variant to keep both driver’s and front passenger’s phones topped up. Just behind that sit two cupholders, complementing the bottle holder in each front door.

Finally comes the centre console, or what Hyundai calls ‘Bilateral Multi-Console.’ Don’t expect any high-level ministerial meetings to occur though. ‘Bilateral’ means the console lid can be opened from both the front and the rear, giving everyone access to the rather sizeable space within.

Underway

There’s no getting away from the Santa Fe TurboHybrid’s size, but it’s neither insurmountable nor intimidating. Helping out in this respect is a rear-view mirror that can be switched to serve as a screen for the rear-view camera if one prefers.

Large side mirrors and a generous glasshouse mean that outward visibility is good. Engage the respective turn signals and a blind-spot camera is displayed on the instrument cluster. Lane changes are therefore easy and much more secure.

A 360-degree camera system helps with getting into parking spots. Remote Smart Parking Assist allows one to move this SUV forward or backward from outside if someone has parked too close.

I was impressed with how the previous Santa Fe rode so comfortably without the use of air suspension or adaptive dampers. That theme carries on here with this Santa Fe TurboHybrid. This will, no doubt, keep the family happy for longer journeys.

Although huge, this SUV can put in a surprising turn of acceleration when needed. Moving off smartly from traffic lights is possible thanks to its self-charging hybrid system in combination with the turbocharged 1.6-litre engine.

Together, they make 215hp and 367Nm of torque, which is plenty for daily driving duties. Not only that, but the powertrain is also frugal for a vehicle this size and mass.

Hyundai quotes a combined WLTP average efficiency of 6.9-litres/100km or 14.5km/litre. Utilising the pulse-and-glide technique, I was able to achieve a weighted and normalised average of 5.39-litres/100km or 18.6km/litre across both the street and highway routes.

Naturally, your mileage may vary with use-case and driving style, but good efficiency is achievable with smooth, not slow, driving.

Should You Buy One?

While it’s comprehensible that some may be put off by its size, there’s no escaping the fact that this is one SUV that will get noticed on the streets. No worries about losing it in a shopping centre carpark, then.

That it’s packed to the brim with excellent safety features, useful tech and some luxury touches at its price point makes the Santa Fe TurboHybrid a true value proposition. Add to that the 10-year or 150,000km hybrid powertrain warranty and you’ve got yourself an excellent family vehicle.

It’s rather easy to drive, comfortable, pretty frugal and will serve your family’s needs well for years to come. The only small annoyance is the driver attention monitor being a little too eager to bing and bong.

Tell you what – let Grandpa, Grandma and the kids loose on the Santa Fe TurboHybrid in the Hyundai showroom, and let them tell you if they like it. Pretty sure they will.

That would make the purchasing decision that much easier, wouldn’t it?

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

2024 Hyundai Sanfa Fe TurboHybrid Calligraphy

Engine Capacity: 1,598cc inline four-cylinder turbocharged
Combined Power: 215hp @ 5,600rpm
Combined Torque: 367Nm @ 1,000-4,100rpm
Drive: front wheels
Transmission: six-speed automatic
0-100km/h: 9.6 seconds (claimed)
Top Speed: 180km/h (claimed)
Kerb Weight: 2,025kg
Fuel/Battery Capacity: 67-litres
Fuel/Energy Economy: 6.9-litres/100km or 14.5km/litre (claimed)
Range: up to 971km (claimed)
Price: S$277,999 with COE (accurate at the time of this article)
Contact: Hyundai Singapore

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‘Twas 2021 when this writer first wrote about the Harley-Davidson Pan America at its Singapore launch.

With only a Class 2A motorcycle licence in hand, I had to tearfully observe from the sidelines as the others at the event got to tear around Sarimbun Camp and Bahtera Track on the Class 2 licence-requiring brand new adventure bike from H-D.

When one thinks adventure bikes, one wouldn’t usually be thinking “Harley-Davidson.” However, the American motorcycle brand wanted to change this while still keeping the H-D DNA very much alive.

That’s exactly what they’ve done with Pan America.

The Machine

This visage is unmistakably Harley-Davidson. Daymaker Signature LED headlights with adaptive cornering lights mark out the front end of the Pan America. The two bullet-style lights below are not foglights but LED turn signals. Interesting touch.

Buttons to control various motorcycle and instrument display functions are neatly laid out on both the left and right side of the handle bar.

They’re easy to get used to, although it must be said that unlike other Harleys, the turn signal is only on the left side a la most motorbikes.

The instrument display itself is well laid out, and can be switched between what you see here called ‘Widgets’ or a minimalist look called ‘Simple.’ All pertinent information is clearly laid out and easy to read.

It can also adaptively adjust display brightness based on ambient conditions. However, at night and while travelling between street lamps, it dims and brightens a little annoyingly. Best to disable the adaptive brightness function and set it static instead.

At the heart of Pan America sits a brand new engine for Harley-Davidson – the 1,252cc 60° liquid-cooled V-Twin Revolution Max 1250 with a 90° firing order, putting down 150hp and 128Nm of torque. More on that later.

As expected with any large-capacity motorcycle, one’s legs do feel the heat in stop-and-go traffic, but on the move, it is a non-issue unless one’s seriously laying the hammer down. Which is bloody easy to do.

Anchoring duties fall to twin Brembo monoblock four-piston calipers and floating rotors in front, and a single-piston Brembo floating caliper and solid disc in the rear, aided by standard-fit ABS and traction control.

The party piece of Pan America is Showa’s semi-active damping control suspension with Adaptive Ride Height that comes standard in the Special.

When coming to a standstill, the rear of the bike lowers to where the unladen seat height sits at 850mm accompanied by a blinking green suspension icon on the display. On the move, this rises to 890mm.

In other words, taller riders will easily be able to flat-foot at a standstill, while slightly more petite riders can at least get the ball of their boot on the blacktop. Here’s what it looks like with 1.82-metre tall yours truly aboard.

The rear end features LED taillights and turn signals, as well as a solitary and angular-looking muffler. Don’t be put off though, for the soundtrack is still scintillating.

‘Nuff yapping. Let’s ride.

The Daily Stuff

The first evening’s test ride took me headlong into post-ERP home-going traffic on the AYE, and this was by intent. Let’s face it, Pan America owners would likely want to ride their steeds to and from the workplace, and that means contending with rush-hour traffic.

First up was lane filtering. Keeping in mind that this is a slightly wider bike, simply choose your moment and then deftly slice through traffic like a hot knife through butter. There’s enough torque for days to leave the gearbox in sixth. Just twist the wrist to point and squirt.

Once the heavier traffic is done and dusted, settle into a relaxed cruise. The adjustable windscreen means that one can tailor its height to where wind buffeting at highway speeds is a non-issue, as is the unexpected cloud burst.

Standard cruise control may seem a tad out of place in Singapore’s context, where adaptive cruise would have been more suitable, but it is usable in lighter traffic.

A selection of riding modes that adjust throttle response is available. However, the three that will usually be used are Rain, Road and Sport, from the least to most responsive. There is an appreciable difference between the three, and I stuck to Road mode most of the time.

The Ride Glide

Which then brings us to Pan America’s pièce de résistance – the way it rides and sounds.

If, like me, you suffer from hip and/or back issues, you’re going to love Pan America’s ride comfort. I couldn’t help but equate how it just glides down highways to how a Rolls-Royce wafts – it is that comfortable.

This is all thanks to the excellent semi-active suspension front and rear. Road imperfections and bumps picked up by other bikes were simply not present on this Harley.

That it emits a guttural gurgle from its nether regions while cruising adds to its H-D charm.

Sure, the Revolution Max is no Thor’s-tailpipe-on-taco-Tuesday Milwaukee Eight, but despite lacking the traditional signature “po-ta-to” or “pop-pop-pause”, it has its own endearing gruff burble that will put a smile on any petrolhead’s mug, especially when wrung out toward its 8,000rpm redline.

It may feel a little placid below 3,000rpm, but get above that and the Revolution Max 1250 gets into its stride. Although you won’t be screaming “VTEC kicked in yo!” into your helmet, power delivery is wholly healthy and very linear to the upper regions of the rev range.

And it keeps pulling, and pulling… and pulling. All the while emitting that gruff, guttural gurgle which becomes more and more urgent. And just like Softail and Fat Bob, there’s a steroid-addled pigeon-sounding gearbox loudly “pruu-pruuing” away in the belly of the Pan America through it all.

Brakes? Strong and progressive. Especially during one near-emergency slow-down situation on the highway. Although ABS intervention was not needed, the bike remained stable and surefooted while hurriedly shedding speed.

The Rough Stuff

Blacktop done and dusted, pun intended, I just had to take Pan America to Bahtera Track in an effort to correct 2021’s inadequacy. Even though there is both Off-Road and Off-Road Plus modes to choose from, I just stuck to Road and rode down the rough stuff.

One would assume that riding down the rutted gravelly Bahtera Track would require riders to assume the ‘bumpy’ half-standing posture on the bike. Well, you could if you wanted to, but there was no need.

In third gear at around 40km/h, Pan America’s suspension simply soaked up the ruts and bumps. I wouldn’t say that it feels akin to riding on a soft puffy cloud, but it is comfortable enough to remain seated.

Given the gravelly ground conditions, the bike does move around a little. However, it never got sketchy. Turn traction control off, on the other hand, and I’m pretty sure an experienced rider can get really lairy and sideways in a jiffy. I wouldn’t know because traction control remained firmly engaged.

2021, eat yer heart out!

Should You Buy One?

This is the second bike with which, after the first test ride, I’ve come home and said, “I want this bike.” The first was Fat Bob. Here’s the key difference though. Fat Bob is a bike you buy with your heart.

Pan America is one you can purchase with both your heart and head. And it is truly a Harley-Davidson.

Pan America does things differently to traditional Harleys, and H-D has gone out and done the unthinkable – it entered the adventure bike market with guns blazing. And boy howdy did they hit a home run on their first attempt.

In other words, Pan America is an Ace of Spades.

It’s comfy. It rides and handles well. It’s steadfast. And it’s got Harley-Davidson DNA pouring out of its pores. What more could you ask for?

So, should you buy one?

F**k yeah you should!

For a change, and unlike Fat Bob and Softail, upon collecting my Duke 390 after returning Pan America, I’m happy to report that there was no shift-lever inadequacy to mull over.

Photo Credits: Sean Loo (@auto.driven)

@ignitionlabs Harley-Davidson Pan America Special is an Ace Of Spades #fyp #fypsingapore #fypsingapore #harleydavidson #harleydavidsonmotorcycle #harleydavidsonpanamerica #panamerica1250special #adventurebike @harleydavidson @harleydavidson_asia ♬ original sound – Ignition Labs

Technical Specifications

Harley-Davidson Pan America 1250 Special

Engine:  Revolution Max 1250 1,252cc 60° liquid-cooled V-Twin
Transmission: 6-speed manual
Driveline: Chain-driven
Power: 150hp @ 8,750rpm
Torque: 128Nm @ 6,750rpm
Fuel Economy (combined): 5.1-litres/100km or 19.6km/litre (claimed)
Fuel Tank Capacity: 21.2 litres
Weight (in running order): 258.09kg
Length: 2,270mm
Wheelbase: 1,585mm
Unladen Seat Height: 850mm (low) / 890mm (high)
Ground Clearance: 210mm
Lean Angle (left): 42-degrees
Lean Angle (right): 42-degrees
Price: from $64,900 (with COE, accurate at the time of this article)
Contact: Harley-Davidson Singapore

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Folks who’ve read our 2022 review of the Peugeot e-2008 would recall that one of my complaints was the lack of range from its 50kWh battery pack. For this Mid Cycle Action (MCA) e-2008, Peugeot has fitted a bigger 54kWh battery pack instead.

Not quite the 64kWh I was hoping for in the aforementioned article, but this is also accompanied by an improvement in efficiency. More on that later.

Apart from the refreshed look, larger battery pack and tech tweaks within the cabin, this Pug is essentially the same compact electric vehicle (EV) as the last version in the compact sports utility vehicle (SUV) class.

Since our last review, competition in this market and price segment has changed and slightly grown. Contenders such as the BYD Atto 3 100kW, MG 4 EV, MG ZS EV and Citroen e-C4 now vie for your dollars.

l’ extérieur

The grille is now different. Where the previous version had horizontal slats, this has vertical items.

The headlights and daytime running lights (DRLs) are also redesigned. Gone is the three-claw-one-fang-through-the-bumper look of the predecessor, replaced by just three claws at the lower part of the bumper.

Here’s where I think Peugeot missed a trick; instead of having switchback DRLs that blink amber and revert to white when the turn signals are activated and deactivated respectively, the turn signal is instead a solitary and tiny affair baked into the headlight itself.

This makes the turn signal less prominent.

The lower intakes on the bumper are also redesigned. Apart from that, this is essentially a very similar SUV to last time.

215/55R18 Goodyear EfficientGrip tyres wrap around 18-inch rims. These items do a pretty good job of balancing between noise and comfort, and grip in the twisty stuff.

The e-2008 MCA’s compact proportions mean placing this SUV EV in its intended direction of travel and parking is also pretty easy.

Around the back, one notices another change from its predecessor. The taillights now feature slim, horizontal slats instead of vertical items, and make the rounded rump look more pert and purposeful.

l’ intérieur

Despite its compact proportions, cargo capacity is not wanting. Drop the rear seatbacks to liberate up to 1,400 litres of Ikea- and Giant-friendly space.

With them up, 434 litres of boot space is still pretty decent. This is after all a compact SUV.

As before, rear-seat legroom is sufficient for most purposes. With the driver’s seat in my preferred position, legroom in the back is snug, and sustainable only for shorter journeys.

Luckily, a large panoramic sunroof allows natural light to filter into the cabin and make it feel more airy and spacious.

Up front… Peugeot, oh Peugeot. Why art thou so, Peugeot?

Yet again, we find the steering column sitting under the dash. This makes adjusting the steering wheel tricky, as its top rim is wont to obscure the instrument screen.

The manual seats themselves are easily adjusted. However, the backrest pitch adjustment is courtesy of a rotary knob on the side, that’s more difficult to access. Expect to skin your knuckles on the B-pillar.

3D gauges feature on the iCockpit screen as before, with some slight tweaks to keep things fresh. They do look really nifty in person.

The 10-inch infotainment screen has been updated with wireless Apple CarPlay and Android Auto, and worked pretty well during my time with this Pug.

Apart from that, it’s business as usual in the rest of the cabin. Aircon controls are via the touchscreen, but they are relatively easy to use. A row of physical shortcut toggles helps one get to where they need to in the infotainment system.

la conduite

As before, the point of note when out on the road is to keep an eagle eye on the speedometer. Since the e-2008 MCA is so well insulated, one will likely fail to feel the sensation of speed and inadvertently creep into illegal territory.

Apart from that, what was joyous to drive about the pre-facelift Pug is still here. It rides and handles well, due in no small part to the French engineer’s suspension-tuning expertise.

Not only is it comfortable, but it can also put in a good turn in the twists and bends, surprising other vehicles in the process.

It’s also pretty nippy despite just 134hp from the electric motor or a 4hp uplift from the previous version. This is primarily due to 270Nm of torque, which is an increase of 10Nm.

Put your foot down from a stop or in a roll, and this Pug will pick up pace quite smartly for that highway-merge or lane-change manoeuvre.

Charging time is quoted at 34 minutes from 0-80% at a 100kW DC fast charger, and my own experience at a 120kW DC charger feels like this number is accurate. I did charge from 15-100%, which took 1 hour and 13 minutes, which is kind of expected.

Which then brings us to how efficient it is. The test-drive weekend was sorely stacked against the Pug, with accident- and road diversions-related traffic jams and rainstorms, both of which took a massive bite out of energy efficiency.

Despite that, the e-2008 MCA put in a very respectable weighted and normalised 13.14kWh/100km or 7.6km/kWh, besting Peugeot’s claimed 14.1kWh/100km or 7.1km/kWh efficiency.

What this means is that it is very possible to eke out around 400km of range in between full-charge stops, and it bodes well for the average Singaporean’s local use.

Should You Buy One?

From the aforementioned competitors’ list, the Atto 3 is more tech-focused, and the MG 4, with its rear-wheel drive architecture, is more entertaining for the driving enthusiast.

The Pug on the other hand counters with its competitive price point, unique looks and French quirkiness. Especially if, like me, you prefer tech to be in the background and aiding unobtrusively rather than stacked up the wazoo and in your face.

That it rides comfortably, is reasonably spacious for a compact crossover, and is quite enjoyable to drive and throw about in the corners makes this a strong contender for your dollars.

Take a test drive. You might just be surprised at how this Pug works its way into your heart.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Peugeot e-2008 GT MCA

Power: 134hp
Torque: 270Nm
Drive: front wheels
0-100km/h: 9.1 seconds (claimed)
Top Speed: 150km/h (claimed)
Kerb Weight: 1,548kg
Fuel/Battery Capacity: 54kWh
Range: up to 436km (claimed)
Fuel/Energy Economy: 14.1kWh/100km or 7.1km/kWh (claimed)
Price: S$159,888 with COE (accurate at the time of this article)
Contact: Peugeot Singapore

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Believe it or not, the EQB 250+ sits in a league of its own.

No, seriously. At its price point in the local market, which other premium electric SUV can one find with this level of headroom and legroom? One would need to spend another $20-grand to step up to the next larger electric SUV, the BMW iX3.

The EQB is the electric version of the GLB. Where the latter has proven quite popular and successful in Singapore, does the EQB have what it takes to do the same in the electric vehicle (EV) segment in which it resides?

First Impressions

From head-on, the EQB is differentiated from the GLB by the solid front grille, more smoothed-out headlights and a front bumper with fewer openings for more aerodynamic efficiency.

Black plastic trim clads the lower perimeter of the bodywork and would contrast nicely with lighter paint colours.

19-inch rims wear MO-mark 235/50 R19 Bridgestone Turanza T005 rubber, and for the most part, they remain quiet and comfortable on the move, only protesting if one tries to hustle the EQB around tighter corners.

Viewed from the side, this is unmistakably a Good Likeable Bread-van. That it sits as tall as it does bode well for its occupants, but more on that later. You won’t lose your EQB in a large, sprawling carpark, that’s for sure.

Roof rails mean that up to 75kg of outdoorsy items can be strapped down up there.

The rear end combines a large and rather flat tailgate with nicely rounded corners for a cohesive-looking rump. A lightbar stretches from one end to the other and lets others know that this SUV is powered by the zappy-zappy stuff.

What Is Within

Don’t be surprised when that tailgate electrically swings open and you find two extra seats in the rear of the EQB.

Although this is a five-seater for most intents and purposes, that last row of seats can be deployed if a pair of very young children need to also be transported in a pinch, for a grand total of seven occupants. The two young’uns would have their own pair of cupholders too.

In standard configuration, 565 litres of luggage space is available, which is plenty. Drop the 2nd row of seats, and the EQB literally turns into a minivan with 1,800 litres of cargo capacity.

Headroom and legroom in the rear are good. The seats themselves can be slid forward to liberate more boot space, while the seatbacks can be reclined for added comfort on longer journeys.

A couple of aircon vents keep the rear occupants nice and cool.

Adjusting the driver’s and front passenger’s seats is a doddle, thanks to the seat controls being mounted on the respective doors with two memory settings each. Why more manufacturers don’t do this is a mystery, for it is supremely ergonomic.

The multifunction sports steering wheel itself is nicely sized and adjustable for reach and rake, but the swipey-swipey optical trackpads a la Blackberry Bold on the spokes are best used only when necessary, because it’s more intuitive to use the media controls on the infotainment’s touchscreen instead.

The instrument screen measures 10.25 inches across and can be configured to display dials in a few different ways. Readability on the move is spot on, and a pleasure to use.

The infotainment system also features a 10.25-inch touchscreen, and wireless Apple CarPlay and Android Auto are available. Other functions can be accessed via the MBUX built-in settings and apps.

The standard audio system played nice and loud without becoming tiring on the ears as David Draiman from Disturbed shrieked his signature “OW-WA-A-A-A!” as he came Down With The Sickness, and if the hifi can handle that at three-quarters volume level, it can handle pretty much anything else.

Thankfully, physical rockers feature to control the dual-zone climate control system, although it can also be adjusted via the infotainment’s touchscreen. Setting the aircon to Auto and simply adjusting the temperature was sufficient for this review drive, and the system did a great job.

Driving The EQB

There’s a contorted saying that goes “People who live in glass houses should undress in the dark.” Speaking of glass houses, the view out of the EQB is excellent! Blind spots are minimal, and it is easy to place the SUV where one intends for it to go.

Even reversing without using the backup camera is easy, thanks to the large wing mirrors which offer superb visibility. That one sits higher up off the ground also helps in this regard.

There’s also a nifty feature called “Traffic light view” which turns on the front windscreen-mounted camera when one is at a standstill at a traffic light-controlled junction, for that added convenience of seeing when the lights change. Nice touch!

Road and wind noise are well contained and befitting a premium SUV EV that wears the three-pointed star emblem. The suspension is also supple and soaks up bumps with good body control.

Helping in this regard is the battery pack which sits underfloor and moves the centre of gravity lower. The end result, even at highway speeds, is an SUV that feels stable and planted at all times.

The 70.5kW battery pack can be charged via DC at a maximum of 100kW or via AC at 11kW, with the former said to take around 35 minutes. Due to the truncated timetable of the test drive, charge time was not tested.

Propelling the EQB forward is a 190hp electric motor that drives the front wheels. Now that may not sound like much, but 385Nm of torque is a handful for just the front tyres to handle. Floor the throttle from a standstill or at low speed and the front wheels will scrabble for grip.

What isn’t in doubt, however, is that this EQB prefers cruising on the highway as compared to sitting in stop-and-go street traffic.

Naturally, your mileage may vary with use-case, driving style and conditions, but a weighted and normalised test-drive average of 14.5kWh/100km or 6.89km/kWh compared to Mercedes-Benz’s 18.5kWh/100km or 5.41km/kWh WLTP efficiency claim is pretty good.

This brings us to the $305,000 question – “is the EQB 250+ a worthwhile purchase?” After spending some time with it, I would say ‘yes.’

Maybe a panoramic sunroof would have been a good addition, but with the exception of the Blackberry-esque optical trackpads on the steering wheel’s spokes, there’s not much to complain about here. Okay, maybe adaptive cruise control would also have been a nice addition.

It looks pleasant. It feels premium. It’s got the space. It has sufficient pace. And most importantly, the EQB 250+ is definitely worthy of wearing the Mercedes-Benz emblem. Difficult to argue with that, really.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Mercedes-Benz EQB 250+

Power: 190hp
Torque: 385Nm
Drive: front wheels
0-100km/h: 8.9 seconds (claimed)
Top Speed: 160km/h (claimed)
Unladen Weight: 2,105kg
Battery Size: 70.5kW
Energy Economy: 18.5kWh/100km or 5.4km/kWh (claimed)
Range: up to 569km (claimed based on WLTP)
Price: from S$305,888 with COE (accurate at the time of this article)
Contact: Mercedes-Benz Singapore

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This is my second encounter with the Polestar 2, this time in Standard range Single motor (SRSM) guise, in just over a year. For this 2024 model, Polestar has done something truly spectacular.

Where the previous version was front-wheel drive, this 2024 model switches over to rear-wheel drive. While this may not seem significant to many, read on to find out why automotive enthusiasts around you may be salivating at this change.

For some background information, Polestar was initially the performance arm of Volvo. Later, it was spun off into its own entity to build electric vehicles or EVs based on current Volvos in Polestar’s own flavour.

Therefore, it comes as no surprise that two of the Polestar 2’s competitors are Volvo’s XC40 Electric and C40 Electric, with all three vehicles sharing the same platform.

Also found in the same price bracket is the recently-reviewed BMW iX1 eDrive20 xLine, but the Polestar 2 packs significantly more punch.

Clean and Attractive

The most obvious change in the front end is the panel that replaces the front grille, presumably for aerodynamic-efficiency improvement.

Combined with the headlights with Thor’s Hammer daytime running lights (DRLs), the front end now sports a smiling face, the type a shark might give you before chomping down on its human meal. Wholly apropos of the Polestar 2’s performance potential, methinks.

The test car came with optional 20-inch rims wearing 245/40 R20 XL (as in eXtra Load) Continental PremiumContact 6 tyres. They grip well and are pretty quiet and pliant on the move. More on this later.

The frameless wing mirrors continue their tradition here, which is a unique aesthetic touch. They each house a boomerang-shaped blind spot monitoring indicator which glows reddish-orange when there’s traffic beside.

The clean design aesthetic carries on to the rear with those distinctive taillights, and I had the pleasure of seeing them in action on the highway while travelling in an impromptu convoy with another Polestar 2 at night.

Compact Proportions

Being an EV, there are two storage locations in the Polestar 2. The frunk (front trunk) or froot (front boot) features 41 litres of space, and will likely be used to house the charging cable or a small spit-shine detailing kit.

The regular boot features 407 litres of cargo capacity, and dropping the rear seatbacks liberates up to 1097 litres.

These include the underfloor storage. There’s a built-in divider in the boot to keep barang-barang from sliding back and forth, which is useful.

Owing to its compact proportions, the rear legroom is adequate, and I can just about sit behind my own driving position for shorter journeys. Two aircon vents and USB Type-C ports keep rear occupants cool and their mobile devices juiced up. The seats themselves are pretty comfy though.

Vegan-friendly WeaveTech fabric features on all the upholstery. Despite being dark-coloured, the interior does not feel cramped owing to the panoramic roof which lets natural light gently stream into the cabin.

The front seats feature electric adjustments with two memory settings for the driver. They’re easy to quickly position into one’s preferred posture. The steering wheel then falls naturally to hand, being adjustable for reach and rake, and is of a good size to hold.

A minimalist 12.3-inch instrument display sits just ahead of the steering wheel and can be configured to just show speed information or a page which replicates one’s map of choice onto this display.

The infotainment screen is 11.2 inches and runs Google’s Android Automotive 12. Think of this as a mobile phone on wheels. Apps like Google Maps and Waze are readily accessible, as is wired Apple CarPlay, with Android Auto to come in the future with regular over-the-air (OTA) updates.

Keep Rollin’…

My chief issue with the previous version was its unnecessarily firm suspension, but this Polestar 2 is sportily firm instead. The result is great handling like before, but with added compliance over bumpy tarmac despite riding on the optional 20-inch rims and tyres. Thank you Polestar!

Three modes are available for steering feel, and I simply left it on ‘Light’ for it felt most natural. Placing the EV into a corner is also pretty intuitive, with the nose pointing and darting as commanded from the helm.

The move to rear-wheel drive also means that you can now chuck the Polestar 2 into a corner or bend and throttle-steer out of it. This new playful character elevates this EV to an entertaining machine befitting the Polestar brand name.

Helping this playful character along are 272hp and 490Nm of torque, which makes the Polestar 2 a true point-and-squirt machine for most intents and purposes. A 0-100km/h time of 6.4 seconds for this Single motor variant isn’t slow by any measure.

Once the fun’s been had, this Polestar 2 settles down into a nice and quiet cruise, with minimal tyre noise except over rougher tarmac. Adaptive cruise control also means the driver can relax more during the daily commute.

The view out of the EV is pretty good, but one must use the 360-degree reverse camera in the final bits of parking, owing to the sloped bootlid. Also, reverse into a spot slower than usual.

The Rear Collision Warning & Mitigation (RCWM) system is quite sensitive and will stop the Polestar 2 abruptly if a kerb is sensed just underneath the bumper, which can be quite alarming when it happens. Slowing one’s rate of reversing appeared to mitigate this sensitivity.

The Not-Secret Secret

Energy efficiency is also pretty good. Polestar quotes WLTP efficiency of 14.8-17.2kWh/100 km or 6.8-5.8km/kWh, and I was able to achieve a weighted and normalised average of 14.59kWh/100km or 6.9km/kWh (nice!) over the pure street and mostly highway test routes.

How?

By turning One Pedal Drive a.k.a regenerative braking or regen off.

While it may sound counter-intuitive, there’s an actual method to this perceived madness. Sure, in stop-and-go city traffic, turn regen on to your heart’s content and have at it. It’s beneficial there.

However, in all other situations, turn it off and use gravity and momentum to your advantage to coast using little to no energy. Control regen via the brake pedal only when it’s needed.

This is because regen actually robs the vehicle of forward momentum, and although energy is recuperated, more energy needs to be spent getting back up to speed.

For example, with regen turned off, I was able to coast off-throttle for one kilometre after exiting a highway until stopping at a set of traffic lights. That distance was covered for free, with some energy recouped during braking-regen down to a stop.

Turn regen off, anticipate ahead, and hone your momentum-driving skills to eke the most out of the battery pack. Drive smooth, not slow.

At 69kW (nice again!), the battery pack is good for around 476km of range with my average efficiency above. As usual, your mileage may vary with driving style and use case.

I was able to charge the battery from 30%-80% at a DC 120kW charger in just under 37 minutes, which is about in line with Polestar’s claimed 34 minutes for 10%-80%. 11kW AC charging is said to take seven hours from 0%-100%.

Should You Buy One?

If minimalism is your theme, and sporty driving your thing, then the answer is a resounding ‘yes.’

The Polestar 2 is priced well, and with a five-year transferable vehicle warranty and an eight-year or 160,000km battery warranty (accurate at the time of this article), peace of mind can be had with owning this EV.

Moreover, despite its clean aesthetic, the Polestar 2 definitely turns heads. Other drivers ahead get out of the way when they see two Thor’s Hammers approaching swiftly in their rearview mirror.

It’s got punch. It’s got style. And it has presence. There is much to like here with the Polestar 2 Standard range Single motor.

Technical Specifications

Polestar 2 Standard range Single motor

Power: 272hp
Torque: 490Nm
Drive: rear wheels
0-100km/h: 6.4 seconds (claimed)
Top Speed: 205km/h (claimed)
Unladen Weight: 1,940kg
Battery Size: 69kW
Range: up to 546km (claimed)
Energy Economy: 14.8-17.2kWh/100km or 6.8-5.8km/kWh (claimed)
Price: S$262,000 with COE (accurate at the time of this article)
Contact: Polestar Singapore

Photo Credits: Sean Loo (@auto.driven)

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The Ur Prius was introduced in 1997 as the first mass-produced hybrid car, and immediately became renowned for excellent fuel economy. Toyota has steadily improved its base formula for the hybrid system since then, resulting in what we have today.

This is the fifth generation Prius featuring the fifth generation hybrid system. Despite a plethora of hybrid vehicles from other manufacturers in its segment, the Prius is generally regarded as the flag bearer where hybrids are concerned.

Where Priuses (or is it Pri-ii?) were once visually ho-hum to okay, the way this Prius looks gets car enthusiasts hot under the collar.

Outusaido

Sharp, sleek lines and narrow headlights at its nose give this Prius a sporty stance from the word go. The way the windscreen is raked back and the profile swoops up, back and down again from the front bumper to the C-pillar adds to the sporty profile.

17-inch rims wear eco-friendly 195/60 R17 Bridgestone Ecopia EP150 tyres, which are pretty quiet and comfy on the move, except over rougher tarmac. Although they can be momentum-driven into a corner, expect such antics to be accompanied by loud shrieks and howls from the tyres.

Black plastic cladding brackets each wheel arch, contrasting nicely with the test car’s white paintwork.

The rear-end, to me at least, seems more traditional Prius, with a high boot line and gloss black trim above the rounded bumper.

The reverse camera sits proud of the gloss black trim just below the light bar. This is because the infotainment system is an aftermarket item, and this is the camera which comes with that head unit. More on that later.

Innusaido

Swing open the tailgate to reveal 370 litres of boot space, which is a bit on the smaller side. If more is needed, drop the 60:40-split seatbacks to liberate additional carrying capacity.

To open the rear doors, one needs to press an electronic switch hidden away behind the black trim. While nice, a mechanical handle similar to that in the Toyota C-HR would have probably been easier to implement and cheaper.

Here’s where the swooping roofline of the Prius becomes a small fly in the ointment – during back seat ingress and egress. Remember to duck your head to avoid hitting the roof pillar as you enter and exit the vehicle, especially if you are taller. The previous Prius was better in this regard.

The legroom in the rear is good, and I can sit behind my own driving position with the driver’s seat all the way back and some ways up.

Rear seat passengers can avail themselves of two USB Type C ports for charging mobile devices. No rear aircon vents though, which is a pity.

The manually adjustable front seats are standard Toyota comfortable.

So is the steering wheel, which looks a little large at first, but is actually nicely sized for daily driving duties.

However, it needs to be adjusted a little lower so as to not obscure the small seven-inch instrument screen a la the Toyota bZ4X. The screen can be configured in a few ways, but a larger, more traditional screen would be preferable.

An aftermarket nine-inch infotainment system from Pioneer sits proudly at the centre of the dashboard and features wireless Apple CarPlay and Android Auto. The cable for wired connectivity sits in the glovebox.

The sound system can play loud and clear and can be tuned to punch out bass to where the wing mirrors vibrate.

Doraibingu

No surprises here, the Prius is as easy to drive as any Toyota. The suspension is standard-fare Japanese car, and tends to thump over road imperfections, but is otherwise fine.

Road noise at higher speeds does intrude somewhat, and better wheel-arch insulation would have been appreciated. However, wind noise is pretty much non-existent.

Outward visibility is great, and parking is a cinch, even without using the backup camera image on the infotainment system.

Underhood sits a 1.8-litre four-cylinder hybrid engine making a combined 138hp.

Don’t let that number put you off because in real life, the Prius picks up with urgency thanks to torque from its internal combustion engine and electric motor. The Prius can be pointed and squirted if desired, but the engine will moo whilst doing so.

This then brings us to the raison d’etre of the Prius – fuel efficiency. Toyota claims 4.1-litres/100km or 24.4km/litre. Is this achievable?

No.

It is more than achievable. I managed to clock a weighted and normalised average of 3.31-litres/100km or 30.2km/litre across both the street and highway routes.

Then came the round-island mixed-drive Tour de Singapour in which the previously-reviewed Corolla Cross Hybrid clocked a then-impressive 27km/litre.

The Prius, already having scoffed at that figure twice, put in yet another 30.3km/litre or 3.3-litres/100km for good measure. This with my neighbour, who’d recently experienced the same Prius in Japan but with a two-litre engine, riding shotgun instead of just me driving alone.

Where the Yaris Cross Hybrid comes close, I’ve never seen this level of consistency in efficiency numbers across all three test routes before. Which is why the Prius now sits as King of Full Hybrids among all the hybrids we’ve tested to date.

Lest anyone thinks that these numbers come courtesy of hypermiling, I also decided to do an impromptu hypermiling-esque eco-challenge, and the Prius delivered with 48.6km/litre or 2.06 litres/100km.

Naturally, your mileage may vary with use-case and driving style, but the Prius can play ball if you so choose. How?

Hybrido Doraibingu

By driving a hybrid like a hybrid. In other words, utilise the pulse-and-glide technique and drive smoothly, not slowly. This applies to all full-hybrid vehicles Here’s how to do it.

First off, select this Energy Monitor screen to be shown on the instrument cluster, and keep it on for all drives.

Pull away from a set of traffic lights with light throttle pressure to allow the Prius to set off using only its electric motor.

When the engine kicks in, add a little more throttle pressure to accelerate up to the speed limit quicker, then ease up on the throttle and the Prius will alternate between pure electric drive, regenerative braking and using the engine to drive the car and charge the battery.

Also, anticipate ahead and let the vehicle coast and reduce speed. The idea here is to try and avoid a complete stop, since moving off from a standstill requires the most energy, be it from the electric motor, internal combustion engine, or both.

Finally, use gravity to your advantage by letting the vehicle gain momentum downhill in an electric-only drive. By keeping the throttle constant, it will then shed this momentum on the next uphill while using minimum petrol, and you’ve effectively coasted the distance for free.

Should You Buy One?

There are two chief competitors to the Prius that need mentioning.

First is the Volkswagen Golf R-Line. Being a COE Cat A car means less road tax. It’s also pretty good on fuel and feels solidly planted on the road. Although it costs around $9,000 more, there’s also a Golf Life Plus variant that’s almost $1,000 cheaper than the Prius.

Second is the Hyundai Avante Hybrid Elite. At almost $13,000 less than the Prius, the Avante Hybrid represents excellent value for money, especially with heated and cooled seats, dual-zone climate control and rear aircon vents. Plus it does excellently on the fuel efficiency side of things, and is a COE Cat A vehicle, meaning less road tax.

But, and it’s a rather big ‘but,’ one cannot ignore what the Prius stands for. Toyota’s generational improvements to the hybrid system mean that the Prius is currently the last word when it comes to full hybrid-vehicle fuel efficiency.

One also cannot ignore Toyota’s legendary reputation for reliability and being easy to maintain. Yes, it may be simple, but that also means fewer things to go wrong.

For those who value these traits, the Toyota Prius Hybrid awaits.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Toyota Prius Hybrid

Engine Capacity: 1,798cc inline four-cylinder
Engine Power: 97hp @ 5,200rpm
Motor Power: 94hp
Combined Power: 138hp
Engine Torque: 142Nm @ 3,600rpm
Motor Torque: 185Nm
Drive: front wheels
Transmission: continuously variable transmission (CVT)
Top Speed: 180km/h (claimed)
Unladen Weight: 1,350kg
Fuel Capacity: 43-litres
Battery Type: Lithium-Ion
Fuel/Energy Economy: 4.1-litres/100km or 24.4km/litre (claimed)
Price: S$190,888 with COE (accurate at the time of this article)
Contact: Toyota Singapore

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Triumph Motorcycles, in case you didn’t know, is British; hence the “tea and crumpet” reference above.

It started in 1885 as Triumph Engineering Co Ltd produced motorcycles since 1902, and went bankrupt in 1983, where it was bought over and briefly renamed Bonneville Coventry Ltd before being finally named Triumph Motorcycles Ltd.

The Street Triple, on the other hand, is a much more recent introduction in 2007 to replace the Speed Four. It carried on the dual-headlight design of the latter, but introduced an inline three-cylinder engine instead, and was well-received in the Streetfighter/Supernaked class of roadsters.

Fast forward to the fourth generation introduced in 2018 with an update in 2023, and we have the Street Triple 765 RS in front of us.

The Bike

Don’t know about you, but I just wanted to bite my fist when I first set eyes upon the Street Triple 765 RS. The twin round headlights of yore are replaced by full LED “angry mantis” mimicking items complete with daytime running lights (DRLs).

This is definitely a face which will send shivers down one’s spine when seen in the rear-view mirror.

The riding position is a good halfway house between a full-on sports bike forward-lean and my own KTM Duke 390’s rather upright riding position. This means those of us with hip and back issues need not fret, because the Street Triple 765 RS is comfortable for daily-riding duties.

More petite riders may need to choose the optional 28mm lower-slung seat for added comfort and stability. If that’s not enough, a dedicated rear suspension linkage adaption can lower the ride height by a further 10mm.

Also, being just a tad heavier than my Duke 390, it was easy to quickly get comfortable with the Street Triple 765 RS.

Once seated, twist the key and the five-inch TFT instrument screen comes to life with an appropriate greeting depending on the time of day. The instrument screen is configurable in a few different ways, although I wish the rev counter could have been more prominent.

The screen goes into a white-backlit ‘bright’ mode during daytime, but will invert its colour scheme when entering tunnels and when it’s darker outside.

Scrolling through the various menus and changing ride modes between Rain, Road, Sport, Track and a customisable mode called Rider is done via a button and toggle respectively on the left handlebar. Riding modes can only be effectively changed while stopped for the new settings to take effect.

This didn’t matter during my ride, for I simply left the bike in Road mode and got on with it. Road mode is plenty for someone of my experience level.

Bruisin’

Single thumpers, twin cylinders in parallel, ‘V’, ‘L’ or boxer layout, and four cylinders inline or as a ‘V’ are commonly found in motorcycle engines. Three cylinders, on the other hand, are rare, and that’s what the Street Triple 765 RS has got, hence its name. All 765cc of it.

It puts down 130hp at 12,000rpm and 80Nm of torque at 9,500rpm. While not a screamer unlike sports bikes, what it has going for it is its flexibility in everyday situations. Power delivery stays linear throughout the rev range.

The engine starts up and idles with a ‘zing,’ which stays in the background as the predominant exhaust note until around 5,000rpm.

Pass that threshold and the ‘zing’ turns into a howl. Keep the throttle pinned and the howl morphs into a glorious wailing crescendo as the engine sings throatily toward the top end. Snap the throttle shut, and the exhaust starts to boom while satisfyingly popping on the overrun.

Then you get to do it all over again!

Aiding this experience is a quick-shifter called Triumph Shift Assist, and is life-changing. One can bang up and down through the gears without pulling the clutch lever, and the way it is executed is easy, yet sharp and purposeful.

Not only can it sing gloriously, but dance with flair as well.

Twin adjustable Showa 41mm upside-down Big Piston Forks in front and adjustable Öhlins STX40 mono-shock with piggyback reservoir in the rear work extremely well together, being supple and comfortable during a cruise, yet solidly hunkered down and precision-controlled in corners.

Combining its suspension with its 1,399mm wheelbase and super sticky Pirelli Diablo Supercorsa V3 tyres, the Street Triple 765 RS encourages you to take bends and corners much quicker and with supreme confidence. Which I did.

Stopping duties fall to monoblock four-piston Brembo calipers clamping down on twin 310mm discs up front, and a single-pot Brembo with 220mm disc in the rear.

They’re aided by cornering ABS, cornering traction control and front wheel lift control, which can be selected via the different ride modes.

I’ve got nothing but praise for these brakes. They’re strong, well-judged and easy to modulate.

Words are not enough to describe this viscerally auditory sensation. You need to try it for yourself.

Cruisin’

Once you’ve had your fun, it’s time to settle into a gentle cruise, which the Street Triple 765 RS does with ease. Given how torquey the engine is, one can pootle along at 70-90km/h on the highway in sixth gear without the engine being lugged.

Owing to its relative narrowness, lane-filtering in heavy traffic is also a cinch, and I was able to slice through rows of slow-moving vehicles as deftly as kapchais.

Street-riding is also easy to do. No worries about a hot bum or crotch either, for the cooling system works well and keeps things under control.

Should you buy one?

It’s got the go to match the looks. Boy, can it sing and dance. It stays planted, keeps things well in check and most importantly, doesn’t break the bank to purchase.

If there was a song to describe the Street Triple 765 RS, this would be it:

I think you already know what my answer to the “Should you buy it?” question is…

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Triumph Street Triple 765 RS

Engine:  liquid-cooled, 12-valve DOHC, 765cc inline 3-cylinder
Gearbox: 6-speed manual with Triumph Shift Assist
Clutch: wet, multi-plate, slipper
Driveline: X-ring chain
Power: 130hp @ 12,000rpm
Torque: 80Nm @ 9,500rpm
Fuel Economy (combined): 5.4-litres/100km or 18.52km/litre (claimed)
Fuel Tank Capacity: 15 litres
Wet Weight: 188kg
Width: 792mm
Wheelbase: 1,399mm
Unladen Seat Height: 836mm
Rake: 23.2-degrees
Tyres( front): Pirelli Diablo Supercorsa V3 120/70 ZR17
Tyres( rear): Pirelli Diablo Supercorsa V3 180/55 ZR17
Brakes (front): twin 310mm floating discs, Brembo Stylema 4-piston monobloc calipers
Brakes (rear): single 220mm disc, Brembo single-piston calliper
Suspension (front): Showa 41mm upside-down Big Piston Forks (BPF), adjustable compression and rebound damping, and preload adjustment
Suspension (rear): Öhlins STX40 piggyback reservoir monoshock, adjustable compression and rebound damping, and preload adjustment
Price: $31,800 (before COE and insurance, accurate at the time of this article)
Contact: Triumph Motorcycles Singapore

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This is quintessentially a Huracán dialled up to eleven. The STO, or Super Trofeo Omologata, blurs the lines between a road-going sports car and a track-honed racer.

It’s as if Lamborghini decided to give us mere mortals a taste of their Super Trofeo Evo and GT3 Evo race cars, but in a form you could, in theory, drive to the shops.

Lamborghini has been quite clear about the mission of the STO – it’s designed primarily with the racetrack in mind, placing it a step beyond even the Aventador SVJ in its pursuit of track performance.

This beast is aimed squarely at titans like McLaren’s 620R or 765LT, the AMG GT Black Series, or the Porsche GT3 RS. It’s akin to bringing a finely-tuned racehorse to a pony ride – not because it’s practical, but precisely because it’s thrillingly impractical.

Brutale

Borrowing a page from the playbook of the iconic Miura, the Lamborghini Huracán STO introduces the ‘cofango’ – an amalgamation of wings, bonnet, and front bumper, sculpted from a single piece of carbon fibre that not only harks back to classic design but gives it some weight saving ability.

The cofango isn’t merely for show – it’s a critical component of the STO’s aerodynamic profile, featuring strategically placed louvres and vents that manage thermal efficiency by channelling hot air away from the wheel wells and radiators. Even the shark fin adorning the rear deck is designed to enhance yaw stability.

The STO is a veritable featherweight champion in its class, tipping the scales at a mere 1339kg. This is a commendable 43kg lighter than its predecessor, the Performante, though it’s worth noting that competitors like the 765LT still have a slight edge.

The weight reduction is all the more impressive considering the STO has shed its all-wheel-drive apparatus, opting for a leaner, more track-focused setup.

Aerodynamics is another cornerstone of the STO’s design philosophy.

The departure from the Performante’s innovative ALA system in favour of a more robust and traditional aero setup underscores a commitment to raw, unfiltered aerodynamic performance.

The STO flaunts a massive rear wing, offering three manually adjustable settings to fine-tune downforce to the tune of up to 420kg at 280km/h. This enables the car to slice through the air with precision and grace.

All these elements come together to create a vehicle that isn’t just 37 per cent more aero-efficient than its forebear but also boasts a 53 per cent increase in downforce.

What the designers have created, is a blend of functional ingenuity and evocative design that continues to push the boundaries of what’s possible in automotive engineering.

You can even opt for “go fast” shouty decals all over the car, but I prefer something more subtle, like this monotone variant. The exhaust is plenty enough to attract attention as it is.

Nudo Fino All’osso

No scissors door here, but beware of the uncarpeted carbon floor on your way in. Inside, it’s business as usual with the high-tech displays – a 12.3-inch instrument cluster paired with an 8.4-inch centre console screen. The centre console does lag when cycling through the different menus, but I suspect you wouldn’t really be using it often anyways.

For those inclined to quantify their racetrack bravado, there’s an option for full onboard telemetry to capture every moment of your track day shenanigans.

The seats in the Lamborghini Huracán STO are what you expect from typical carbon bucket seats – extremely uncomfortable, but extremely cool. They lack height customisation, but they tilt – a far more useful feature in a car that demands a nuanced driving position.

However, it’s not all perfect ergonomics here. Rear visibility? Forget about it, not just by the car’s bold central spine but also by the aggressive aerodynamics; the side fins and rear spoiler that fill the mirrors are a mesmerising sight, but they don’t exactly help in keeping an eye on your tail.

Seated within the STO, you find yourself positioned extremely low, practically melded into the chassis with your feet stretched forward into the nose, shielded by a cavernous windshield.

It’s a cockpit that eschews soundproofing for authenticity, where the outside world resonates and every pebble against the wheel arch is a reminder of the road’s rawness. The car blends robust functionality with refined aesthetics.

Curiosity might lead you to inspect the engine – requiring a special triangular key tucked away in the driver’s footwell. Once you grab a friend to pop that cover off, the engine’s gold topping catches the eye immediately.

Practicality in the STO is, predictably, an afterthought. The absence of cupholders and a front boot as inaccessible as it is small render it nearly impractical for anything beyond the helmet necessary for your laps. Should you opt for the roll cage, even the cubby space behind the seats vanishes.

Best to leave your belongings at home in this case.

Merda, è Veloce

All of that aggressive aero must translate to something, right? The Lamborghini Huracán STO is a distilled vision of Lamborghini’s track monsters, the Super Trofeo Evo racer and the GT3 Evo, tailored to prowl the streets. 

Unlike its regular siblings, which balances between the realms of road and track, the STO tilts distinctly towards the asphalt circuits. Stepping into the STO isn’t about indulging in opulence; it’s more about strapping into a four-wheeled missile with track-focused zeal.

Underneath the meticulously sculpted exterior, Lamborghini has implemented a bevvy of modifications to elevate the STO above its Performante precursor.

Foremost among these is the shedding of the all-wheel drivetrain in favour of a purist, rear-wheel-drive setup; a bold move that cuts down weight but demands more from the driver. Coupled with the inclusion of rear-wheel steering, the vehicle achieves a kind of nimbleness that feels almost preternatural.

Every ounce matters. The STO weighs in at a mere 1,339kg, thanks to an arsenal of weight-saving tactics including lighter windscreens, magnesium wheels, subtracting front driveshafts, and extensive use of carbon fibre.

Driving it feels almost like it’s daring you to crack open the throttle and dance with its limits. 

And why wouldn’t you; the way the STO’s engine revs climbs with a ferocious zest through the mid-range and then bursts into a resounding howl in the final 4,000 rpm. With 631bhp and 565Nm of torque at your disposal, it is thrillingly alive.

Even the twin-clutch gearbox plays its part – efficient, unobtrusive, and flawlessly polite at low speeds, yet precise and swift when the pace picks up. Not to be outdone, the mechanical differential at the rear manages the complexities of power delivery and rear-steering, ensuring the STO squirms only when the script demands it.

Indeed, speed is the STO’s preferred flavour of tea. It seems to awaken fully when allowed to sprint, its suspension coming alive with a touch of downforce or just the right amount of compression in the springs.

Surprisingly, for a car of its calibre, it finds a strange sort of comfort on the highways, more so than on your average city street with its mundane flatness.

And don’t let the seemingly generous ground clearance fool you. Whether you opt for the Bridgestone Potenza Sport or the more unforgiving Race, the suspension remains unyielding, a constant reminder of the car’s sporting pedigree.

The STO offers three driving modes, each a distinct personality: STO, Trofeo, and Pioggia – translating to Road, Race, and Rain. Each setting fine-tunes the engine’s response, the Akrapovic exhaust’s growl, the gearbox’s attitude, the MagneRide 2.0 suspension’s demeanour, and the ESC’s vigilance.

Trofeo mode, in particular, amplifies everything. The dials glow red, the engine snarls with urgency, and the ride sharpens to a point where every microscopic crack in the road can be felt.

Fuel efficiency? If you’re concerned about that, you’re not the target audience for the STO. Generally, you can go about 400km before needing a refill, but that’s 90% due to the 80-litre fuel tank and 10% actual efficiency.

Come on. You have a machine that can turn petrol into a beautiful symphony. Let it sing.

Passione Cruda

Lamborghini wanted a track-ready road monster, and they gave birth to the perfect one. This is a bull that wants to stretch its legs and feel like a racer, oozing with charisma that makes a Lamborghini what it is.

Yes, you can drive it around town and parade all day in it. You can even take your favourite child on the school run. But, if you don’t take yours on track, you’re missing the point of the Lamborghini Huracán STO.

Time really flies, and the Huracán is now officially 10 years old. 13 variants later, I would still put my money down (hypothetically) on the STO. It provides the user with a visceral sensation so raw, that you just keep coming back for more.

Pantomime, drama, and raucousness. That’s what makes this a truly special bull.

Technical Specifications

Lamborghini Huracán STO

Engine: 5,204cc V10
Power: 631bhp
Torque: 565Nm
Gearbox: 7-Speed LDF (A)
0-100km/h: 3 seconds (claimed)
Top Speed: 310km/h
Fuel Economy: 7.2km/L (claimed)

Price: POA (accurate at the time of this article)
Contact: Eurosports Auto

Photo Credits: Sean Loo (@auto.driven)

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