The Audi Q3 has always been a hot seller on our shores, and it’s easy to see why. It’s Audi’s premier compact SUV and a fierce rival to competitors like the BMW X1 and Mercedes-Benz GLA.

First revealed in 2019, the Q3 hasn’t had much of a refresh compared to its rivals. But with its mild-hybrid heart, is it still a worthwhile investment?

Looks that charm

While newer Audi models have sharper looks and more prominent jagged creases, the Q3 remains one of the more subtle body styles of the range. This isn’t bad by any means, with its subtle styling enabling it to fly under the ‘obnoxious’ radar. A lil’ stealth wealth, as they call it.

The Audi Q3 actually has two different exterior facades – the SUV and Sportback. Opting for the latter sees a more aggressive front fascia, and the tapered roofline towards the rear gives it sleeker appeal, albeit at the expense of some boot space.

Whichever roofline you decide to settle on, the Audi Q3 has looks most buyers will be chuffed with.

Simple easy to use tech

While the Audi Q3’s cockpit isn’t going to attract any ‘ooos’ or ‘ahhs’ at first glance, its clean design and easy usability are huge plus points for daily runabouts. No point having large pretty screens if they’re crap to use, right?

The Q3 makes do with a 12.3-inch configurable Virtual Cockpit Plus and a 10.1-inch central MMI touchscreen. Most of your vehicle settings can be toggled via the centre screen, but Audi has left out HVAC and other crucial vehicle functions like the drive mode selector as separate physical controls.

It’s subtle trinkets like these that make the car much more intuitive to use, and I adore them. Although, the overall dark theme of the cabin does make it a fingerprint magnet.

As with all modern cars, a suite of safety systems is ever-present, although the Q3 lacks features like adaptive cruise control and rear cross-traffic alerts. At least there’s a 360-degree camera, which makes reversing manoeuvres less of a challenge.

Family fun

In terms of being family-friendly, the Audi Q3 is pretty competent. There’s room for 5 without the need to jostle for space, and even the Sportback’s sloping roofline doesn’t impede too much into interior headroom. ISOfix points are available for child seats too.

The second-row seats are adjustable too, sectioning off 530 litres of cargo room. The boot’s wide aperture makes cargo ingress a trivial affair as well.

Extra charge

The Audi Q3 refresh sees it gain mild hybrid abilities, the same system found in the Audi A3 range. Pluckly 1.5-litre turbocharged four-pot mated to a teeny tiny motor and equally tiny battery pack, doesn’t sound very impressive right?

You don’t get additional power from the system as well – output still remains at 148bhp and 250Nm of torque. So then, how is this any better than its predecessor?

The trick up the Q3’s sleeve is its ability to shut the engine off during coasting or braking, and over the course of my few days with the car, I managed to get an average reading of 14.2km/litre. In petrol tank terms, that’s roughly 850km from its 60-litre capacity. Not bad for a decently sized SUV.

There was some enthusiastic pedal pressing found in between too, so your mileage may vary. If you have a frugal foot, 900km on a tank is a relatively easy target to achieve.

Although, it must be said that the Q3 doesn’t like to be pushed. Its century sprint timing is a leisurely 9.4-seconds, and in the midst of achieving those numbers the 1.5-litre will produce agricultural bang and clatter. Big props to the insulation though, who does a decent job in isolating the ruckus from the engine bay.

The Q3 isn’t going to win you favours in the corners either, and it doesn’t have to. If you’re expecting something that can corner with minimal body roll, why are you even looking at an SUV? Otherwise, the car does a decent job ironing out kinks in the road, and road noise is kept to a minimum thanks to the aforementioned insulation. 

Sensible in specs, not in price

The Audi Q3 presents itself as a competent all-rounder, exemplifying traits from its larger SUV brethren. It’s attractive, subtly classy, and well-built. It might not be an upper-class German, but it’s a great starting point for those looking to pick up a set of reliable continental wheels.

But, the Q3 is pretty pricey, coming in at S$253,445 for the SUV and S$261,661 for the Sportback (at the time of writing). This puts it in the firing line of competition like the BMW X1 and Mercedes-Benz GLA.

Should COE prices mellow down into respectable figures (if any), the Q3 will come into its own. But for now, the Q3 isn’t a victim of its own shortcomings, but rather external factors dictating its economic viability.

Technical Specifications

Audi Q3 Mild Hybrid

Engine: 1,498cc in-line 4 turbocharged, mild hybrid

Power: 110kw (148bhp)

Torque: 250Nm

Gearbox: 7-speed S-Tronic

0-100km/h: 9.4 seconds (claimed)

Top Speed: 206km/h

Fuel Economy: 17.3km/L (claimed)

Price: S$253,445 (Standard) / S$261,661 (Sportback), both with COE (accurate at the time of this article)

Contact: Audi Singapore

Photo Credits: Sean Loo (@auto.driven)

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Love them or hate them, SUVs – or crossovers – are here to stay. The general public just can’t seem to get enough of them, and the industry that shifted so much to the point where producing SUVs has now become a make-or-break move necessary for keeping a brand afloat.

Here’s where the Maserati Levante comes in. Introduced in 2014, it’s the Italian marque’s answer to the ever-increasing demand for cars that drive on stilts. Today, it’s one of Maserati’s best-selling models, but does it hold up to the Trident’s famed long-standing history?

Handsome is my middle name

If the Italians are good at one thing it’s design, and the Levante GT is no exception. The designers have managed to morph all of the elements that define a modern Maserati into one beautiful, albeit elongated, entity.

A sleek and aerodynamic theme follows throughout the car, with sharp lines and elegant curves that give it a sporty yet refined appearance. The aggressive front grille, adorned with Maserati’s signature trident emblem, exudes a sense of confidence and sophistication, and it gives the Levante real road presence too.With its tall stature, you can easily intimidate other road users when you pull up at the same set of lights.

21-inch wheels and updated GT badging round off the exterior, and looks alone can probably convince someone to part ways with their hard-earned cash for one of these. 

Italian business suit

As much as we may hate the SUV body style, the benefit of having a bulbous shape is the increased space you get in the cabin. The Levante sits five adults comfortably, and the wide span ensures each occupant has sufficient wiggle room while on the move.

The Italians sure know how to treat a car, and you’re immediately engulfed by a premium blend of high-quality materials, giving the Levante some much-needed upmarket appeal. Most touch surfaces are upholstered in thick and lush leather, and animal activists may wish to look away, but I do like my cows finished in this deep maroon shade.

However, spend more time in the cabin, and some of the features do feel dated. The infotainment system is cumbersome to operate, and while there is wireless Apple CarPlay and Android Auto available, in practice it was buggy with drops in connection throughout the day.

While the native interface has been updated, it’s still far from next generation. This isn’t helped by the steering wheel controls either, which can’t even provide basic functions like changing the volume. At least the HVAC controls are physical and not embedded within a screen menu, which I’m sure would have caused a riot.

Other amenities include an analogue gauge cluster with a TFT display, and quick rotary dials to change the media volume or scroll through menu settings. The Levante does have a classy interior, but it hasn’t shaken off its old-school persona just yet. 

Family-centric

While the Maserati Levante is a natural rival for the Porsche Cayenne and has larger external dimensions, in terms of practicality it’s more of a matchup against the smaller Macan sibling.

You do get 580 litres of cargo space at your disposal, but it’s 90 litres smaller than the Cayenne’s. Thanks to the raised ride height, cargo ingress can be tricky trying to slide them past the rear bumper. There is an easy entry system that drops the suspension by 45mm to make life a little easier, but in reality, few owners will take the time to use this feature on a regular basis.

A powered tailgate comes as standard, and the rear seats split-fold 60:40 to reveal a big (but undisclosed) load area, so the Levante can hold its own even on adventurous furniture trips.

Despite its large size, the Levante is fairly easy to park thanks to a suite of sensors and a crisp rear camera. Blind spots are covered by Blind Spot Monitors embedded in the side mirrors, and cross-traffic alerts help mitigate potential head-on collisions with other road users. Cruise control makes life easier on the roads, but the lack of adaptive functionality can become frustrating in start/stop traffic.  

Downsized Fun

While other manufacturers share chassis platforms to build multiple different models, Maserati has built the Levante from the ground up. This is a double-edged sword situation. While Maserati may not get the same amount of reliability as other tried-and-true mass-produced models, having a bespoke platform enables them to optimise the Levante’s chassis to their specifications, and properly dial in performance.

Traditional propulsion options are no longer available in the Levante, with local units ditching the V6 or V8 Ferrari-derived variants in favour of a new mild-hybrid 2.0-litre in-line four-banger scoured from other sources in the Fiat Chrysler Automobiles (FCA) group. Still, this 4-cylinder puppy can churn out a respectable 330bhp and 450Nm of torque, which is sufficient to rock the century sprint in about six seconds. Keep your foot down, and the Levante can sprint to a top speed of 245km/h.

All Levantes feature dedicated all-wheel drive drivetrains coupled with a rear limited-slip differential, and while the 8-speed ZF gearbox does not feel as responsive as other competing DCTs, you still receive bouts of power each time a gear clicks into place, and the entire sensation makes the Levante engaging to operate. As a bonus, the thick metal pedal shifters have fantastic feedback and are nice to the touch.

This new powertrain also features a 48V mild hybrid system which works in tandem to help improve fuel economy. In practice, I did not really feel the aforementioned mild hybrid system working all that often, with the combustion engine tanking all of the load.

This means fuel economy isn’t all that great in the Levante. On my test, I averaged a reading of 5.95km/litre. But come on, with a burbly exhaust at your fingertips (or toes since it’s a pedal), why wouldn’t you want to hear that lovely tune each opportunity you get?

On the subject of exhaust notes, the Levante does feel a little lacking since it doesn’t have the baritone voice of a V6 or V8 equivalent, but it still puts up a good show in the tunnels.

As the Levante was set up to be a GT car, the steering is tuned more for gentle cruising rather than a track day. Electronic assistance is noticeably strong in this regard, and I sometimes felt that the front end was unresponsive when pushed hard. Though in the car’s defence, this setup makes the experience more comfortable as a whole, and the car would not normally be subjected to extreme cornering manoeuvres in the first place.

But, if you see a nice set of bends ahead and wish to throw the hammer down, the Levante is still composed throughout without feeling unruly. Its SUV heft does not bog it down through the corners, and the resulting understeer is fairly minimal.

For those who crave flamboyance

Cars like the Maserati Levante GT are born out of necessity. Automakers build them because people like them, and they act as additional revenue streams for other more intense models. The MC20 is a great example.

For some, the idea of a Maserati SUV is sacrilege. But, looking at the long line of SUV customers waiting for the next hottest thing on the market, it seems inadvertable that the industry is chugging in that direction.

Maserati was late to the SUV party, but the Levante has the stylistic flair and flamboyant appeal to make it an attractive model in this sector. This won’t appeal to everyone, especially those who wish for something more sensible and sterile. But, the Levante GT is an intriguing alternative to the clinical German norm.

Technical Specifications

Maserati Levante GT

Engine: 1,995cc in-line 4 L4, mild hybrid

Power: 330bhp

Torque: 450Nm

Gearbox: 8-speed ZF Automatic

0-100km/h: 6 seconds (claimed)

Top Speed: 245km/h

Fuel Economy: 9.4km/L (claimed)

Price: S$388,800, without COE (accurate at the time of this article)

Contact: Maserati Singapore

Photo Credits: Sean Loo (@auto.driven)

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From its inception, the Jeep Wrangler has always had unique appeal going for it. It’s one of those iconic cars in automotive history that exudes a certain philosophy, and to this day it still refuses to bend its traditional formula in order to conform with the rest of the industry.

A dinosaur in our strange modern times, but one that a lot of like-minded enthusiasts can appreciate. So then, does this brute still have a place on our sterile roads? 

Imposing looks and flexed muscles

Inspired by the OG military Willys Jeeps that ferried allies during World War II, the Jeep Wrangler adorns a rugged, no-nonsense demeanour. Even with little to no additional attachments like jerry cans and floodlights, it’s still an imposing sight on the roads, fitting in worse than a fox in a hen house.

Being massive, you would need to unglamorously clamber into the cabin using the side steps.

You will attract stares as you drive by, mostly due to the raised proportions and massive overhangs. In fact, while this looks normal in the States, everything feels supersized compared to our local econoboxes and compact crossovers.

There are two trim levels available: Sahara and Rubicon, either of which comes with either two doors or four. The Sahara, shown here, is more on-road based in terms of its specification and styling. The Rubicon on the other hand, with different black wheel arches, black roof panels and standard fit 17-inch wheels and knobbly tyres, is the more serious off-road sibling.

As large as these tyres seem to look, the Sahara trim wheels are only 18 inches in diameter. But, they are flanked by massive 70-profile treads, and this cushioning really benefits the Wrangler off-road.

Smorgasbord of eras

It’s not the most spacious or accommodating SUV available today by any stretch, but the Wrangler provides an interesting blend of vintage and modern Jeep character.

Seated close to the upright windshield, front occupants face a narrow squared-off dashboard punctuated by round air vents and chunky switches for the climate-control system, power windows, and infotainment. Every feature is a physical button, which may look outdated in today’s digitalised world, but I am all for it if it benefits usability.

The Jeep Wrangler did get a tech upgrade back in 2019, bestowing the car with an 8.4-inch Uconnect infotainment touchscreen. It is decent to use, but the menus do feel a little confusing at times.

In-built navigation is handy in a pinch, and a 9-speaker Alpine speaker array can be optioned for tunes. Apple CarPlay and Android Auto are also available, albeit in wired form. The instrument cluster is a mix of analogue dials with a small TFT display in the middle, providing you with various assist menus.

The materials that line the cabin are not what you call ‘plush’, but there’s a very good reason for this. Waterproofing is one of the Wrangler’s strong suits, and the cabin is designed to cope with any potential water ingress, either from the sky or from wading in deep bodies of water. Undo some latches, and the roof can be taken completely off, exposing you and your occupants to the outside air. Heck, if you wanted even more fresh air you could pop the doors out if you wanted to, but that’s illegal in Singapore… so we’ll just keep them on. 

Macho Ballet Dancer

Utility is one selling point of the Wrangler, and 12V outlets are scattered throughout the length of the vehicle, which can power tools like auxiliary tyre pumps while off the beaten path. A standard wall socket is even included in the centre console, bestowing rear occupants with the flexibility of powering larger electronic devices. Although, the port appears to be native to the United States.

ISOfix points are available in the rear seats too, should you want to take junior on the scenic route to school in the morning.

Cargo space is aplenty, and the Wrangler features a split tailgate. The lower half hinges open, and you can flip up the top half glass panel to expose the 897 litres at your disposal. There are mounting brackets too for attachments, and you even get a small cubby underneath the boot floor to store your spare roof bolts, in case you forgot where you last placed them. Just remember where you last stowed the roof, as the rear section has to be left behind whilst exploring.

A shallow basin with a drain plug is included under the boot floor, enabling tailgate parties with ice-cold refreshments. There are cubby holes everywhere in the Wrangler, and you can easily stow away items and hide them out of plain sight.

While the Wrangler isn’t the hardest thing to park in the world, extra care is required due to the long overhangs. The sensors and backup camera do a decent job of alerting any incoming obstacles, but relying on your large side mirrors should be a priority.

Once you do manage to squeeze into a lot, to the annoyance of your immediate neighbours, you start to realise just how massive the Wrangler really is. It dwarfs more or less anything else in the carpark or road, and other commuters are lucky if they can even catch a glimpse of your door handle.

A commanding view of the road (or trail) makes for easy manoeuvrability, but the view rearward is obscured by thick roof pillars, roll bars, and various grab handles.

Rock Climber

In a bid to appeal to the mass market, or to possibly evade stringent emissions criteria, the Jeep Wrangler is offered with a 2.0-litre turbo setup, dubbed the Hurricane. No Pentastar V6 or Hemi V8 I’m afraid. Still, the 2-litre porker can still push out 268 bhp and 400 Nm of torque. This is all sent to a selectable all-wheel drive drivetrain, delivered via an 8-speed automatic gearbox.

The selectable gearbox is great, allowing you to toggle between rear-wheel drive, all-wheel drive or low range. Perfect for any adverse terrain conditions. But, if you’re sticking to the tarmac, the Wrangler can achieve a top speed of 199km/h, and complete the century sprint in just 7.3 seconds. Pretty impressive figures for something that is less aerodynamic than a cow.

It does fairly well performance-wise, with enough grunt to help it move along at a decent pace despite the car’s weight. Even with some enthusiastic pedal pressing, it doesn’t feel strained or stretched when you get going. 

Regardless, putting your foot down is not something you would want to do very often with the Wrangler, as driving it is pretty much like being at the helm of a truck. There’s quite a bit of vagueness in the steering, and you end up having to constantly correct yourself just to stay on the straight and narrow. This sensation is especially pronounced when you take it on the expressways.

Replace the tarmac with loose soil and gravel, and that’s where the Wrangler really shines. Being a dedicated off-roader, the Wrangler has the right suspension for any off-road endeavour. These heavy-duty gas shocks effortlessly iron out any undulations in the road, and even gravel tracks feel like smooth tarmac at speed. I could have possibly gone over a kerb or two, but I never felt anything out of place.

You get 269mm of front and 251mm of rear ground clearance, and the off-road geometry of the Wrangler is as follows: 41.8* approach, 21* break-over, and 36.1* departure. Sadly, there is no place in Singapore where we could fully test out the Wrangler’s true off-road capabilities.

Even with its 2.0-litre mild hybrid powertrain, fuel economy is abysmal due to the sheer heft of the Wrangler. Even with a gargantuan 81.4-litre fuel tank, I was only getting around 450km on a theoretical full tank. Gently cruising along garnered me 8.8km/litre, but this quickly dwindled each time I had to apply power more enthusiastically. The fuel sensor in the car is also a little wonky, and it would oftentimes underestimate the amount of fuel remaining in the tank. This induced ‘panic fuel station’ runs, which weren’t honestly necessary once the fuel gauge returned to normal operation. Get to know your regular fuel pump attendants though, as you would probably be seeing them more often in this thing.

It’s fairly obvious that the Wrangler is very much designed for extreme off-road use, with its massive ground clearance and suspension which can take on any sort of road imperfections. With more modern features tagging along, it makes those jungle-bashing adventures just that little bit more liveable and tolerable.

Taking the road less travelled

So, we have concluded that it looks bonkers, it has lacklustre fuel economy, and it’s not the best in creature comforts. But, do these ‘flaws’ convince you to part ways with the Jeep Wrangler and look somewhere else?

Of course not. When you buy the Wrangler, you know exactly what you’re in for. You don’t care about efficiency or a luxurious experience all that much. What you really care for, is the promise of adventure.

If you wanted a no-frills, no-nonsense off-roader, this is it. The quintessential dirt beater that can still be dressed for the town on one day, and outfitted to climb over rocks the next.

Every Wrangler is imbued with Jeep’s all-American heritage, and that sense of freedom is what you truly experience when driving it. Want to brave the rain? Take the roof off. Want a trusty companion to go camping with? She’s all loaded and ready. Want to go exploring? Ain’t no mountain high enough.

The Wrangler is designed specifically for two things. It can take you wherever you want to go, regardless of the terrain. And, it makes you feel special driving it.

This is exactly why I adore it.

Technical Specifications

Jeep Wrangler Sahara 4-Door

Engine: 1,995cc 4-cylinder in-line 16-valve Turbocharged

Power: 268hp

Torque: 400Nm

Gearbox: 8-speed (A), All-wheel drive (Selectable)

0-100km/h: 7.3 seconds (claimed)

Top Speed: 199km/h

Fuel Economy: 11.6km/L (claimed)

Price: S$344,800 with COE (accurate at the time of this article)

Contact: Jeep Singapore

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The Honda Jazz (or Fit if you parallel imported yours) has cemented its place early on as being the cheap and cheerful hatchback which could do it all. You had the standard variant for daily commuting, hybrid versions for added fuel efficiency, and even RS models for those who wanted a bit more fun and a manual slushbox.

But, with the recent crowds swooning to cars that drive with high heels on, the Jazz is starting to lose its edge over some of its competitors. So, how did Honda respond to this? Well, if you can’t beat them, why not join them?

And this is their new brainchild. Taller proportions, same funky Jazz underneath. But, does the shape change affect the Jazz’s renowned qualities? Let’s find out.

Never skip leg day 

The Honda Jazz Crosstar is marketed as the “active” member of the Jazz family, built to service the lifestyles of the outgoing and adventurous. That’s why Honda gave it a new makeover, turning it into something more “outdoor savvy”.

At first glance, the Crosstar is noticeably taller. So just how much more ground clearance you are getting with the Jazz Crosstar? Well, the difference between the two is just 30mm. Yes, just 30mm. Seems more in the photos right?

The plastic trim pieces clad around the car sell the illusion that it is taller, alongside other visual bits like a redesigned front grille and roof rails. New 16-inch alloys are exclusive to the Crosstar, and you get the option of a contrasting two-tone roof with some paint choices.

Overall, while there isn’t as drastic of a change from the regular Jazz, the visual impact of all of these components combined does add up. While the Jazz may appear a little plain to some, the Jazz Crosstar dispels those notions with its macho new looks and stance.

Simple and neat

Even though the Honda Jazz Crosstar feels compact on the outside, it opens up to a spacious cabin when you climb in. Most of the Crosstar’s internal trinkets are the same as the regular Jazz, and the neatly designed dashboard is one element that is a welcome sight.

Every major component has its place and is easy to distinguish, and the parallel row of front glove box, infotainment system, and driver’s instrument cluster provides uniformity to the overall cabin. The huge windscreen and skinny A-pillars house big inset windows, which can be very handy when navigating round tight corners with limited visibility. 

The two-spoke steering wheel is a treat to use, as do the physical menu buttons located on it. The 7.0-inch digital instrument cluster isn’t huge, and that’s probably its biggest issue. The icons on the display feel too claustrophobic, with different symbols jostling for space that is already limited. That makes it confusing to read, especially for newer drivers who may not know what each individual symbol might mean.

Fortunately, that isn’t a problem on the bigger 9.0-inch infotainment touchscreen. Situated close to the driver and front occupant for easy reach, the screen has high-contrast icons which improve legibility. Plus, there are physical buttons (thank you!) for the most important functions: Home, back, volume, and track scroll.

These alone make the experience so much more user-friendly. Wireless Apple CarPlay is available too, and connectivity is an absolute breeze. Unfortunately, Android Auto users do not get the same advantage, having to settle for a traditional wired connection.

Where the Crosstar differs from its regular brethren is its water-resistant upholstery, a smart design trait that ties well into the whole theme of outdoor exploration. You also get a much better stereo system in the Crosstar, with an eight-speaker array including aluminium tweeters and Honda-specific Kevlar cones. A subwoofer residing in the boot adds a hint of rich bass without intruding on cargo space, while some of the speakers are stealthily hidden within the door handles.

It’s a serene cabin to be in, and it just compels you to get out and drive.

Upsized practicality 

One aspect that the Honda Jazz Crosstar loses out to its smaller sibling is boot space. Still, the 298 litres made available to you is still sufficient for most grocery runs. The seats can also fold down 60:40, opening up to a total of 1199 litres.

In reality, that’s only a couple of litres down and I doubt you’ll notice the difference. Plus, you still get the clever folding Magic Seats which open the cabin to lots of cargo options, as shown here. It’s a small feature, but one that I really appreciate for added practicality.

Rear cabin space is great too, and three adults can easily fit without the need to jostle for extra wiggle room. The Crosstar also has a high roofline, with provides ample headroom for taller folk. Plus, the added height makes ingress and egress easier for individuals who may have mobility issues.

A big cubby hole nests under the centre armrest, with two vertical cupholders built into the dashboard. The split glovebox is a common feature on all Jazz models too, which makes effective use of the dashboard space.

The lack of a sunroof is not necessarily a bad thing here, as the Crosstar comes with standard roof rails, unlocking numerous external cargo roof rack options.

Externally, the Crosstar is slightly larger in every dimension but not by a huge margin, so it’s still easy to park and wiggle through narrow city labyrinths. Adaptive cruise control and lane keep assist are fantastic in this car, and for this price point, you are getting pampered on long-distance cruises.

Small but mighty

The Honda Jazz Crosstar only gets one hybrid powertrain option, which uses a 1.5-litre petrol engine and two electric motors to deliver a combined 130bhp and 253Nm of torque.

Even with its additional bulk, the Crosstar still feels peppy off the line, even if the engine is screaming whilst doing so. The century sprint is conquered in 9.9 seconds, using a tandem of electric and petrol power.

At low speeds, the hybrid powertrain enables the Crosstar to cruise around town in all-electric mode, with the petrol engine firing up sporadically to recharge the battery or provide extra power on faster roads. At higher speed zones like expressways, the engine takes command over propulsion entirely, and the electric motors are then relegated to power supplement duty.

I really adore this system, and it is efficient even when placed under stress. Honda claims 22.2km/litre, but during my test I routinely got above this number, even touching 26.5km/litre at one point. You don’t need to even to focus in order to obtain these figures, and that’s what makes this system really impressive.

Despite its marginal height gains, the Crosstar still feels agile and confident on the road, much like its Jazz sibling. A variable ratio steering rack, a more robust chassis and new suspension all help to keep the Crosstar composed in the corners, and body roll is surprisingly absent, the kind you might expect to find in an SUV. Being a tad taller than the hatchback, the Crosstar’s longer suspension travel helps iron out rough roads and broken tarmac. 

A great all-rounder

Considering the “regular” Jazz is already a tried and tested winner as a whole, it’s not a clear distinction to opt for the Jazz Crosstar instead.

While it does seem that Honda created the Crosstar in the hopes of stealing a slice of the SUV pie, it shouldn’t be looked upon as such. Rather, the Crosstar feels like an evolution of the Jazz, and one that brings about a host of incremental upgrades.

Ultimately, you’ll be satisfied regardless of which variant you choose. The Jazz lineup offers practicality, efficiency and comfort, all in bite-sized packages. But, ask me this question multiple times, and I will still reply with the Crosstar as my pick. There’s just something about it that charms you, and it does it all with a can-do spirit.

It’s all about that cool factor you know?

Technical Specifications

Honda Jazz Crosstar Hybrid

Engine: 1,498cc in-line 4 i-VTEC, hybrid

Power: 130bhp (combined)

Torque: 253Nm

Gearbox: e-CVT

0-100km/h: 9.9 seconds (claimed)

Fuel Economy: 22.2km/litre (claimed)

Price: S$64,999 (Standard) / S$65,999 (Dual Tone), without COE (accurate at the time of this article)

Contact: Kah Motor

Photo Credits: Sean Loo (@auto.driven)

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Electric Vehicles (EVs) are undoubtedly the future for the automobile – at least for the next decade anyways, until governments and manufacturers come around to e-fuels…

However until then, if or when, the car industry is firmly committed to producing EVs. Like everyone else, I’m all for anything that is an improvement over whatever it replaces and so EVs ticks almost all the boxes.

One very big box that remains unchecked, however, is the business of charging. If you are an apartment dweller like me, who doesn’t have regular access to a personal wall box or is using your EV for a road trip, then you’ll know that you have to set up an account with the charging provider, and store your credit card number. And since there are several operators, it would be prudent to hold several accounts to minimize the chances of not being able to charge your EV when need to.

Oh, on road trips, charging stops have to be planned lest you be stranded with a dead EV.

Compare this with the convenience of refuelling conventional Internal Combustion Engine (ICE) cars. The drive down the I-5 to Los Angeles takes you through one of the most uninhabited places in California. Yet, you could still find a gas station with no more than 25 miles between them.

You can drive up to any station, use any method of payment, including cash – imagine that, fill up and be on your way for the next 400 miles or so. All in 10 minutes or less.

While EV charging technology is getting faster, and over time will be more common, the business of paying for the charge is ridiculously complicated to paying at the pump. No amount needed, just hand over your money and go. How is this progress?

Okay, I’m sure someone is working on making EV charging more convenient. Wake me up when September ends.

Testing the hybrid theory

Until charging an EV becomes as convenient as refuelling, perhaps hybrid cars will be relevant in the sense that they offer all the advantages of an EV without the drawbacks. This proved to be the case when I drove a 2023 BMW 330e from Los Gatos to Los Angeles.

The car was chosen on the assumption that its 107hp electric motor would be sufficient for pottering around the city while the 181hp 2.0-liter turbocharged four-cylinder engine would have the legs to handle the endless stretches of Interstate Freeways without breaking a sweat. Working in tandem with the electric motor, there’s a combined output of 288hp and 310Nm at its driver’s disposal.

Over 300 miles or so of interstate driving, the motor, along with regenerative inertia and braking would have plenty of time to charge up the batteries so I essentially could cruise in the city.

Well, this didn’t quite go how I imagined it would. Not exactly anyway.

When the 330e was delivered, it arrived with a fully charged battery which turned out to be good for an EV range of around 20 miles or so. Left to its own devices, the BMW utilizes its battery power almost exclusively until it runs out of juice or under particularly hard acceleration whereby the ICE motor wakes up to deliver the required thrust.

So far, so good. However, it soon became apparent that even on the freeway, it was still driving in EV mode. Over more hours spent in the car, I found the button to hold the battery charge, which forces the ICE engine to take over and top off the Lithium-Ion cells.

Except that by the time I discovered this, the EV battery had run itself down and now the car behaved not unlike a Prius in the sense that it would only put in a mile or two’s worth of juice and call upon the electric motor for momentary assistance.

As we munched the miles away, I waited for the EV battery’s range to charge up to its 22-mile range but it never really happened. Setting it in battery hold mode would put the miles back into the battery pack, but it also takes a toll on the ICE’s fuel consumption. From a 53mpg average, driving with in battery hold saw the consumption dip to 39mpg.

This then compromised the range of the 330e as it has smaller fuel tank, just 10.6-gallon, compared to the standard model’s 15.6-gallon capacity.

Still this was by no means a problem as gas stations were readily available throughout the route. When the time came to fill up, I also looked for a place to charge the 330e’s 12kWh battery while I having a quick lunch.

Near the gas station and within a hundred feet or so of a Denny’s, I found a bank of 4 or so charging stations; 2 of them were in regular “EV-charging only” lots and the other 2 were for EVs with disabled placards.

Someone in a Ford Mustang Mach-E had just beaten me to one of the available charging lots, so I pulled up to the other charger next to it — only to find out that it was not working. The other two in the blue lots were available, but I did not want to risk incurring the wrath of the ADA brigade or some Karen and risk a fine or worse… getting TikTok’d.

Still, this was not a problem as I had simply filled up the BMW’s gas tank and was on my way in 10 minutes or so. No imagine what would have happened if I were driving an EV…

The 330e did vindicate itself as a plug-in however, as I began my approach to LAX. It certainly felt like I was landing because of the long downhill stretch from somewhere near Grapevine towards Santa Clarita on the I-5.

By the time I passed Beverly Hills on the I-405, the descent had helped me accrue nearly 11-miles of EV range. This was immediately put to use on the stop-start rush hour congestion as I arrived around 4:30pm.

Does it drive like a 3 Series?

When presented with a twisty road such as the Angeles Crest Highway, the combined output of the BMW 330e worked a treat to make for an entertaining drive. It may carry an extra 547lbs over the standard 330i, but the additional 33 horsepower of the ‘e evens out the weight penalty. This is evidenced by the identical 0-60mph times claimed for both the 330i and 300e.

Carving through the canyons, the suspension of the 330e was also calibrated well enough to disguise its additional weight which would be akin to carrying a pair of large adult passengers all the time. You would have to enter a corner at around eight-tenths and the tires would still not complain with squeal nor slide.

It’s on roads like these that reminds us why sedans make so much sense over SUVs. You don’t have to wrestle it and fight the laws of physics with a high center of gravity. With the BMW 330e, its additional mass probably even helps the handling as most of its extra weight is located beneath the luggage bay, over the rear axle, inadvertently improving its rear wheel drive traction.

For those who want even more traction, they would do well to consider the 330e xDrive variant driven here. The additional hardware raises the curb weight by 97lbs over the rear-wheel drive 330e.

The 330e’s suspension which is evidently tuned for ‘European’ driving speeds feels well sorted when driven as such, however around parking lots and over speed humps, the back end does a convincing impression of a skateboarder’s ollie at anything more than coming to a near dead stop.

Creature comforts

In addition to the usual high standards of luxury and quality we have come to expect in a BMW, the ace up the 330e’s sleeve was the pairing of its Dynamic Cruise Control (DCC) system with the EV drive. On the countless start-stop snarl-ups around LA’s freeways; 405, 101, etc, the speeds were low enough to travel exclusively on battery power while the DCC made these episodes of congestion painless.

The integration of wireless Apple CarPlay is also another crucial feature in making the BMW 330e can easy daily driver for almost anyone. What would really help in making this car a more compelling case as an alternative to an SUV would be to offer it in Touring (BMW-speak for wagon) guise. At this point, it might as well make mine a BMW 330e xDrive Touring and would be a compelling alternative to the like of an Audi A4 allroad, which currently isn’t available as a plug-in hybrid.

While the BMW 330e had all the modern features to make the everyday commute painless, it curiously lacked a powered trunk lid. First world problems right? However somehow, this one omission gave the impression of an entry model. Hard to swallow when you’re looking at a car that costs the best part of $50k.

En route to the places we stopped at – the usual touristy stuff, as well as friends I met, somehow chargers were not as readily available in the places I parked. I would have had to go out of my way to find a charger. And this, is my point. Until the day comes when charging becomes as convenient as finding a gas station, I’ll hold off just a little longer on switching to an EV.

Technical Specifications

BMW 330e xDrive PHEV
Engine: 1,998cc, 4-cylinder turbocharged with 80kW (107hp) electric motor
Power: 288hp (combined system output)
Torque: 310 lb-ft (combined system output)
Transmission: 8-speed automatic, 4wd
0-60mph: 5.6 second (claimed)
Top speed: 130mph (140mph with performance tires)
Weight: 4,180lbs
Base price: Check here
Likes: Sporty for a plug-in hybrid
Dislikes: Limited EV range, no electric trunk lid
Rating: 8/10

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This is a tried and tested formula from Mercedes – take a loud boisterous engine, throw it into one of their cars, and magic happens. In the past, this would have meant a guzzling V8 or V12, with lots of other performance trinkets that turn their cars into undercover street weapons.

However, due to tighter emission standards and the quest for cleaner cars, Mercedes has replaced this formula with smaller displacements. The new Mercedes CLS 53 for example now comes with a smaller turbocharged inline-6 banger.

It still retains its four-wheel drive system and other performance parts, but is it enough to still be worthy of its AMG title?

Downsized engine, upsized fun

While the M256 inline six-banger that resides within the Mercedes CLS 53 doesn’t provide the same rumbling sensation as a V8 would in past generations such as the C219 and C218 eras, it’s still a pretty competent engine in its own right.

Supporting its cause is a 48 V mild hybrid system combined with an integrated starter generator that eliminates any potential turbo lag. The result is a petrol-electric fusion that bestows the user with 435bhp and 520Nm of torque, and power is sent to all four wheels via a speedy 9G-Tronic AMG Speedshift MCT gearbox. Try saying that three times fast.

At full chat, the CLS 53 can rock the century sprint in just 4.5 seconds, putting it in contention with a healthy pool of supercars. It also has a 250km/h electronically limited top speed, though I sincerely doubt this limit would have any effect on anyone thinking of owning one.

Good ride quality is what one would come to expect from the tri-pointed star, and the CLS 53 delivers it in droves. Undulations in the road did not discomfit or jolt the car off tempo, even with Sport+ enabled. 

Yet, the CLS 53 was always ready to tackle a set of corners with agile potency should the occasion calls for it. Steering response can be adjusted to one’s liking, but even in Comfort it feels precise and engaging.

The AMG Ride Control+ air suspension comes with variable adjustable damping from the factory, and does a good job to arrest any body roll. Couple that with high-performance 4-pot ventilated disc brakes, and the CLS 53 really gives you the agility and confidence to wring round corners at enthusiastic speeds.

Like a wolf in sheep’s skin, the CLS 53 knows how to make a statement for itself on the roads.

Regal ensemble

The Mercedes CLS never had the same glamorous history other prominent Mercedes models enjoyed. Debuting with controversial styling, it did not fit in line with the design language of the time, where straight lines and boxy demeanours dominated the space.

But, this styling ended up becoming one of the CLS’s unique attributes, and the teardrop design traits still run true to this day. 

Its stretched appearance gives it regal presence on the roads. 20-inch alloy wheels do little to conceal the giant brakes sheathed underneath, and tasteful dashes of chrome and gloss black trim give the car added opulence.

Numerous vents are dotted around the bumpers, and these are all functional, helping to direct pockets of air throughout the car for better aerodynamics.

The Mercedes designers really did a fantastic job with the CLS 53, giving it a subtle but imposing ‘stealth wealth’ persona.

Conflicted Luxury

Step inside, and you are greeted with a smorgasbord of premium materials. The cabin screams luxury, and you feel pampered nestled in Nappa leather sport seats. Carbon fibre trim pieces remind you of what kind of car you are sitting in, and there are no outward protrusions that break up the otherwise smooth centre console. 

Physical HVAC controls are a feature I always prefer in cars. However, the MBUX infotainment system that comes as standard does leave more to be desired. You get a pair of 12.3-inch screens, and while the system works well when you are locked into one setting, navigating across different menus proves to be a challenging affair. The UI isn’t the most user-friendly, and you do tend to over-swipe even with careful finger inputs.

The haptic menu buttons on the steering wheel do not alleviate this concern either. It sometimes took a few attempts to dial in a setting, and there were numerous instances when I accidentally clicked something else instead. They do look pretty sleek, but perhaps physical buttons may have been a better ergonomic choice.

Otherwise, the steering wheel feels good in the hands, and the flat bottom allows for slightly more leg wiggle room. The Nappa leather here is perforated as well and provides ample grip for all driving situations. One feature that I do appreciate is the pair of circular dials located at the bottom of the wheel. Drive settings can be quickly adjusted on the fly, and this makes swapping modes a breeze on the CLS 53.

Should you want to listen to your own tunes instead of the car’s burble, a 13-speaker Burmester speaker array comes as standard. This thing packs a punch, delivering audio with amazing clarity. 

Give and take conveniences 

The rear door apertures are narrow, which can make ingress and egress a slight inconvenience. But, once you do manage to climb in, the rear is a cosy and plush ambience to be in. ISOFIX points are also on hand when a child seat is required. Legroom is decent, but the headroom in the back could pose an issue for taller folks, due to the tapered roofline that recedes towards the rear.

An automatic boot lid reveals 490 litres of available cargo space. While the boot aperture is a little on the small side, the space within is more than enough to lug anything from luggage to golf bags. If rear occupants aren’t a factor, you can even fold the rear seats down in a 40:20:40 configuration.

The CLS is pretty long, coming in just over 5 metres in length, but this doesn’t really hinder real-world practicality. You get a whole suite of sensors both front and back, which alerts you to any little obstacle that you might run into. A 360 camera with dynamic guidelines is also on hand to aid with parking manoeuvres.

Efficiency isn’t the CLS 53’s strong suit, and I clocked in an average of 8.4km/litre during my test. I will admit to some enthusiastic pedal pressing, but you wouldn’t have considered the Mercedes CLS 53 if you wanted an efficient car in the first place. 

Soul searching

If you were asking yourself whether this is still potent enough, performance-wise, to sit amongst the AMG family, the answer is a resounding yes.

But, having driven this, I kind of get the feeling that the quintessential AMG soul that the German marque is renowned for has become slightly diluted. What was once loud and unapologetic, has become more sensible as a result of conforming to forced standards.

Do not misunderstand, I do not hate the Mercedes CLS 53. I do in fact like it, and this is still a potent package which will turn heads as you drive by. 

Would a V8 and a bit more drama complete the package? Arguably. But, don’t let that detract you from the main picture, which is what a lovely thing the CLS 53 is.

Technical Specifications

Mercedes-Benz CLS-Class Mild Hybrid CLS53 AMG 4MATIC

Engine: 2,999cc 6-cylinder in-line, turbocharged

Power: 435bhp (combined)

Torque: 520Nm

Gearbox: 9G-Tronic (A) AMG Speedshift MCT

0-100km/h: 4.5 seconds

Top Speed: 250km/h (electronically limited)

Fuel Economy: 10.2km/litre (claimed)

Price: S$648,888 (including COE)

Contact: Cycle & Carriage Singapore

Photo Credits: Sean Loo (@auto.driven)

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When the Corolla Cross was first launched in Southeast Asia in 2020, Toyota’s perceived “slapping of the revered ‘Corolla’ badge” on the boot lid of a sports utility vehicle (SUV) / crossover made me cross and take an instant dislike to this vehicle. Having grown up with the likes of the KE70 rear-wheel drive Corolla (affectionately known as ‘rolla) of the 1980s, and not forgetting the AE86 Trueno (and Levin) of Initial D fame, it was unthinkable to one day find a jacked-up higher-riding automobile wearing this same nameplate.

In my mind, a Corolla should be a sedan, coupe, hatchback, liftback, liftback-coupe or wagon, period. The ‘Corolla’ nameplate should represent disruptive and innovative, basic, affordable and reliable motoring from point A to B. I went into this review prematurely prejudiced and wanting so much to deeply dislike and diss the Corolla Cross.

Looking at this high-ridin’ ‘rolla’s on-the-road price of $188,488 with COE (accurate at the time of this article), we find the likes of the Subaru Forester e-Boxer and Nissan Qashqai lurking in the marketplace within striking distance price-wise. However, both aforementioned are mild hybrids whereas the Corolla Cross is a full-fledged hybrid of the non-plug-in variety. We also find the BYD Atto 3, Volkswagen ID.4 Pro Performance and Mazda MX-30 similarly priced, but those are fully electric vehicles (EVs).

Being priced similarly to mild hybrids and pure EVs puts this high-ridin’ ‘rolla in a bit of a quandary, for it needs to significantly outperform the former and put up an excellent value-proposition against the latter, but it also means that the Corolla Cross occupies a bit of a unique place in the market to potentially do just that.

Outside

The Corolla Cross’ face looks nothing like a Corolla Altis, which is probably a good thing insofar as product differentiation is concerned. Some manufacturers appear to have a tendency to overdo the corporate face on every car in their lineup but, perhaps thankfully, that’s not the case here. Although looks are subjective and readers are invited to decide for themselves as usual, it’s pretty safe to say that those rather sleek LED headlights combined with the large grille make the front end look pretty angry and imposing, which can come in handy when faced with road hoggers.

Large swathes of black plastic adorn this high-ridin’ ‘rolla to further reinforce the impression that “this is a crossover than can do more” than its low-ridin’ ‘rolla sedan-sibling. Contrived? Perhaps, but sitting here in real life juxtaposed against the resplendent White Pearl paintwork, it actually works rather well.

Initially, the sight of tyres with thicker sidewalls made me happy, for a nice and cushy ride was expected. More on that later. And if anyone has apprehensions about the rear view out of the Corolla Cross, large wing mirrors go a long way to alleviating this concern, for they make rearward visibility excellent while on the move, helped by the built-in blind-spot monitors.

Slab-sidedness makes way for a rather bulbous rump framed by sharp creases around the back, and more black plastic can be found adorning the rear bumper. This is a good thing in my view, for this is a rather high-traffic area with loading and unloading everything from the weekly grocery shopping to luggage, and scratching up black plastic is much kinder for the heart than scratching up paintwork and the ensuing heart attack thereafter, especially with the resplendent White Pearl paintwork. Overall, the look from back here comes across as unoffensive and easy on the eyes. The only source of disappointment, for pedantic automotive enthusiasts like yours truly, is the lack of LED rear turn signals, with the respective lamps festooned with incandescent bulbs instead. For the 0.001% of the car-buying population to whom this really matters, the aftermarket provides ample solutions to keep pedants pacified.

Opening the Corolla Cross’ boot is an electrical affair, as it swings elegantly upwards to reveal an okay-ish 425-litres of luggage-lugging capacity. In comparison, its low-ridin’ ‘rolla sedan-sibling features marginally more boot space at 470 litres, and the difference is likely down to the hybrid gubbins underfloor.

Dropping the rear seatbacks liberates more cargo capacity, but strangely Toyota doesn’t quote a figure for this extended capacity. Even more strange is that the rear seatbacks, when folded, create a rather high step, so forget about sliding any barang-barang forward to the extra space.

Inside

Let’s face it, an SUV/crossover is expected to do family-haulage duties well, and I’m glad to report that the Corolla Cross does.

The rear seats, for all intents and purposes, is the business end of such a vehicle, and that 1.82-metre tall longer-of-limbs and shorter-of-torso yours truly was able to sit behind his own fully-rearward and rather-elevated driving position quite comfortably means most families won’t have issues. Two pairs of ISOFIX anchor points stand ready to accept child seats, and aircon vents controlled courtesy of the dual-zone climate control up front mean that rear occupants will be well-ventilated and cooled even on the hottest of days. In-door cupholders ergonomically feature within arm’s reach, and it is little thoughtful touches like these that make this high-ridin’ ‘rolla much easier to live with day to day. However, I wish the Corolla Cross came with a (fixed) panoramic sunroof, for it would have made the all-black interior feel much more airy and open.

The front seats are simple to operate and easy to find one’s ideal driving position in, with the driver’s seat being electrically operated. They’re quite well bolstered around the sides, and the squabs are flat enough to easily get in and out of while being sufficiently supportive while driving. The steering wheel is adjustable for both reach and rake and doesn’t obscure the clearly laid out digital instrument cluster.

And…. and….. the Corolla Cross has adaptive cruise control as standard fit. NAISE! More on this later.

Up front, two cupholders sit neatly nestled into the centre console while both door cards feature a cupholder each, the latter of which could easily hold my 710ml water bottle. Important for parents who need to carry all manner of drinks for their little ones and active folks who need to stow their after-activity refreshments. Also heartening to note is that the driver’s window switches are one-touch up/down for ALL the windows!

The infotainment is basic but usable, although most people will opt to use either Apple CarPlay or Android Auto. A solitary USB Type-A socket provides connectivity for this purpose, although why Toyota chose not to include a Type-C socket is bewildering when TWO Type-C sockets are provided for rear occupants.

Strangely, while connected to and playing audio via Bluetooth during the entirety of the test drive, the infotainment kept interrupting music intermittently with audio dropouts, as though there was some kind of buffering issue going on. I’ve never encountered this with any other test cars and even with my Cardo Freecom 4+ Bluetooth helmet communicators, and Anker Soundcore Spirit X2 and Life Q20 earphones and headphones respectively while connected to my OnePlus 9 Pro, and am unsure whether this issue is isolated only to the test vehicle.

Charging also comes courtesy of a wireless charge pad, and Toyota has thoughtfully provided a button to activate and deactivate said charge pad to keep one’s phone healthy and happy. Sweet, but again bewildering considering the aforementioned lack of Type-C connectivity up front.

“Old-school curmudgeons” like me can rejoice that the climate controls feature physical buttons and knobs. Although the silver buttons are a bit too slim for stocky fingers, they’re thankfully there, and dual-zone climate control means the driver can always remain comfy independent of passengers. To further add to driving comfort, the Corolla Cross features an auto-hold parking brake which means one can sit at traffic lights without having to depress the brake pedal and is a feature that offers the right leg some reprieve and is quite often missed on more expensive cars.

Driving

It’s easy, as expected with any vehicle wearing a ‘Corolla’ badge. Outward visibility is good, aided by the aforementioned blind-spot monitoring system and parking this high-ridin’ ‘rolla is also simple. Although it doesn’t come with any self-parking features, the 360° camera system makes reversing into parking spots a cinch, aided by those large wing mirrors. On the move, the suspension is nice and soft, soaking up humps and bumps with aplomb, although sharper jolts did induce some crashiness. Though soft, the suspension handles remarkably well when chucking the Corolla Cross into corners, with the rear end of this SUV/crossover rotating beautifully to assist with pointing the nose in the intended direction of travel. Most folks won’t drive this high-ridin’ ‘rolla like that, but it’s good to know that it can handle well when the situation calls for it.

Wind noise is pretty well contained, although surprisingly, road noise was louder than it should have been and left Sean and me scratching our heads. We suspect less-than-adequate insulation around the wheel arches to be the culprit since the Michelin Primacy 4 tyres that this high-ridin’ ‘rolla came with were not noisy on test cars from other manufacturers. The aftermarket can thankfully resolve this issue quite easily with sound-deadening sheets and in my opinion a must-do to bring more ride comfort to the Corolla Cross experience.

Active safety systems such as Pre-Collision System with Intersection Assist, Emergency Steering Assist and Auto Emergency Braking along with eight airbags come standard with the Corolla Cross to keep its occupants safe and secure at all times on the road. Add to that the standard-fit adaptive cruise control, which actually can work its way down to a dead stop and then set off again with just a prod on the accelerator can help to make any journey that much more comfortable. The system can also steer itself when the active steering function is enabled, although one still needs to keep both hands on the steering wheel.

For the most part, the adaptive cruise control system works well, even in pouring rain. There was one occasion where, with the system enabled, I was leaving one expressway to join another via a curved flyover, and the system enthusiastically accelerated to maintain its set speed right through that right sweeper. This was delightfully amusing to me, although it could be unnerving to the average driver and a reduction in set speed would be recommended in such a situation. However, on another occasion, the system once again enthusiastically accelerated toward a motorcycle ahead, making me exclaim, “you SURE bro??!!” while manually intervening to slow things down again. It only happened once, so I’m wondering if the system missed the motorcyclist who might have been camouflaged against the back of the black Toyota Noah just ahead of him.

High-breed

This then brings us to the party piece of the Corolla Cross. Toyota has fitted its fifth-generation hybrid system to this high-ridin’ ‘rolla’s two-litre inline four-cylinder naturally aspirated internal combustion engine, whereas the 2020-introduced vehicle had a 1.8-litre engine with the previous-generation hybrid. Acceleration is brisk with this current-gen powerplant, and it was heartwarming to see the hybrid system seamlessly kick in much more often than Toyota’s previous-gen systems, running this SUV/crossover in pure electric mode while cruising. And BOY does it work well.

Toyota claims a combined-cycle average fuel economy of 18.8km/litre (5.3-litres/100km). Those numbers are… shall we say…. conservative.

During a 196.2km mostly-highway run with the adaptive cruise control set to triple digits, the Corolla Cross returned a calculated 23.4km/litre (4.27-litres/100km) average fuel economy. Calculated, because BrainFlatus McYoursTruly here thought to Google “2023 Toyota Corolla Cross Hybrid reset total average” ONLY AFTER the highway run.

For context, Trip Average resets itself once the vehicle is shut off, while Total Average needs to be manually reset.

Whilst out and about doing an 81.1km pure-street drive, this high-ridin’ ‘rolla returned 23.7km/litre (4.22-litres/100km) fuel economy. With those two segments done and dusted, and looking at Toyota’s claimed figures, I figured that a drive on mixed roads and highways would probably bring things closer to the claimed numbers.

Ermmmm….. nope.

Over 134.6km of main roads, back roads, viaducts and highways featuring numerous traffic lights, straight tarmac and winding roads with speed limits ranging from 40km/h to 90km/h and one average-speed camera zone of 70km/h and with three rest stops in between, the Corolla Cross managed an unbelievable 27km/litre (3.7-litres/100km) average fuel economy!

This was no hypermiling run. I was just driving in my own usual (quite lead-footed) style and yet, the fifth-gen hybrid system allowed this high-ridin’ ‘rolla to easily return such impressive fuel economy. To put things in perspective, my motorcycle, a 171kg 373cc KTM Duke 390, does 27km/litre at its worst, and here’s a 1.44-ton five-seat SUV/crossover nestling nicely into that same number!

Let that sink in for a moment, while considering current petrol prices at the pump.

Taking only the street and highway segments into consideration, the Toyota Sienta Hybrid tested last year is more fuel-efficient. However, adding the final segment into the mix, the Corolla Cross usurps that position with an overall calculated average of 24.6km/litre (4.06-litres/100km) fuel economy during the 411.9km total test-driven distance, making this SUV/crossover the most efficient petrol-hybrid vehicle we’ve tested to date. All drives were done in Normal drive mode. Given its 43-litre petrol tank, the Corolla Cross can easily clock between 800km to over 1,000km before the next refuelling stop.

As usual, the obligatory “your mileage may vary” disclaimer needs to be tacked on.

The Bottom Line

I went into this review prematurely prejudiced and wanting so much to deeply dislike and diss the Corolla Cross. I wanted to write about how it blasphemes the time-honoured and revered ‘Corolla’ name, and how it was rag-tag thrown together JUST to create yet another SUV in Toyota’s already-extensive lineup. I wanted so much for it to be royally disappointing, but it was my premature prejudice that was royally disappointed, for the more I drove it, the more I liked and respected it, aforementioned niggles aside. Nothing here is a deal-breaker.

The ‘Corolla’ nameplate should represent disruptive and innovative basic, affordable and reliable motoring from point A to B.

Well, this high-ridin’ ‘rolla ain’t exactly basic, but that’s also a function of remaining relatively competitive in the market.

At $188,488 on-the-road with COE (accurate at the time of this article), it definitely can’t be deemed affordable by any stretch, but that’s a function of Singapore’s insane tariff system and COE prices, and not Toyota’s fault.

Being a Toyota, we should expect it to be able to go the distance fuss-free with just regular maintenance, and time will tell if this is the case (it most likely should, given how many first- and second-gen Toyota Prius hybrids are still running around worldwide today after battery-pack swaps).

And it IS innovative, given how its fifth-gen hybrid system helps the Corolla Cross to go that distance while sipping down petrol at a relatively meagre pace.

Which then brings us to its value proposition alluded to earlier. This high-ridin’ ‘rolla has proven itself to significantly outperform mild hybrids in fuel economy. It also suffers none of the drawbacks of EV-charging, being able to splash-n-dash while not having to pay parking charges at carparks whilst refuelling. In other words, it IS disruptive in the market space that it occupies, just like the ur Corolla was when it was first introduced.

For these reasons, the Toyota Corolla Cross Hybrid has proven itself to this prematurely-prejudiced reviewer to be truly worthy of wearing the hallowed ‘Corolla’ badge indeed.

If it ain’t obvious by now, I like and respect it. A LOT.

(Photography Credit: Sean Loo | @auto.driven)

Technical Specifications

Toyota Corolla Cross Hybrid Premium
Engine: 1,987cc in-line 4, mild hybrid
Power: 150hp @ 6,000rpm
Torque: 190Nm @ 5,200rpm
Gearbox: eCVT
0-100km/h: 7.7 seconds (claimed)
Top Speed: 180km/h (claimed)
Fuel Economy: 18.8km/litre (5.3-litres/100km) (claimed)
Price: S$188,488 with COE (accurate at the time of this article)
Contact: Toyota Singapore

Looking for a more upmarket hybrid SUV? Check out the Lexus NX 350h Luxury, and other reviews here!

The Volvo XC40 Recharge (And the C40 Recharge, which we reviewed earlier) are Volvo’s first foray into the EV space. Even with its EV underpinnings, it can still hold its own against its ICE brethren. Heck, in some areas its probably the better buy too.

Volvo may have packaged a smaller battery in this facelift, and it has slightly less power compared to its predecessor, but it still holds its own very well in this segment. 

Waxed, clean-shaven looks

If you like iPhones and the minimalist lifestyle aesthetic, the XC40 Recharge is definitely something that’ll catch your eye.

Volvo really comes into its own in the looks department. Where other manufacturers strive for curvaceous and future-focused designs, the designers at Volvo stuck to a design language that retains brand familiarity but also making sure that at one glance, you know this is a model for the future.

Sharp cutouts or brash contours simply do not exist on the car, and its tall SUV stature gives the XC40 a commanding appearance.

Everything is designed for a purpose, and this clinical approach ensures that there are no fake vents, excessive chrome pieces or outlandish traits that detract from the simplicity of the XC40.

Arguably the most bling piece of kit on board are the 19-inch rims, a stark contrast to the otherwise Macintosh-based sleekness of the car.

Like a smart and well-dressed person, the XC40 goody boy looks are subtle yet striking.

Function over form

Like the other models in the current generation Volvo lineup, the XC40’s interior exudes functionality. Buttons and dials are only placed where they’re needed, and the minimalist theme translates to an uncluttered space. Makes it easy for new drivers too, as everything is where you expect it to be. 

However, the one thing I wish was present was physical HVAC controls. While new-fangled screens and high-tech gizmos are aesthetically pleasing and ‘look futuristic’, digital HVAC controls are just way tackier to use, and counterintuitive to the whole “ease while driving” theme. 

To set your aforementioned HVAC settings and to assess other infotainment options, a 9-inch vertical touchscreen sits front and centre. This Android-operated system is a breeze to use, even for Apple users. The menus are a little disorientating at first, but once you have your personal account set up, connectivity becomes a simple ‘plug & play’ affair.

Should you not wish to pair your smartphone for whatever reason, you can even sign in to certain apps like the Play Store and Spotify. 

Volvo really went all out with the eco-friendly theme, and essentially made the entire cabin out of sustainable materials. What appears to be leather at first glance is actually a new synthetic material which is used throughout the cabin’s upholstery. It’s somewhat water resistant too, something which may become especially handy should rowdy kids get too touchy with their sweet drinks or snacks.

The rest of the surfaces in the cabin are either finished in brushed metal or hard plastics. While plastics are typically a sign that the vehicle may be built to a cheaper price, in the XC40 the plastics feel nice to the touch. Plus, with a lower tendency to get scuffed in the long run, longevity is a big selling point for the cabin.

Volvo added a few easter eggs of their own too, to maintain the XC40’s Swedish heritage. A typography map outline of a notable Swedish national park is etched onto the trim pieces, and tiny Swedish flags hide amongst the upholstery. 

Rear passengers have tons of room thanks to the boxy roofline, and there is enough cargo space for a typical family’s needs. You can even fold the seats down 60:40 too, should a need to lug longer items arise.

It may not be the flashiest or something with tons of features jam-packed in, but for what’s it worth, the XC40 does a stellar job at being a practical family solution.

Punchy when it needs to be

While there are rumours that Volvo will be releasing a dual motor variant this year, this particular XC40 Recharge runs off a lone single motor powering the front wheels.

That’s not to say it isn’t quick. Depress the accelerator and 172kW (231bhp) alongside 330Nm of torque enabling you to whoosh off the line. 0-100km/h stands at a more leisurely 7.4 seconds, but to be frank most people in Singapore do not need the raw brute strength and bite of a dual motor setup.

Should you wish to take the next corner at speed, you can very easily do so thanks to low-profile tyres coupled with slightly stiffer suspension. This is great and all, but the XC40 does feel a little more unsettled when going over undulations on the road. This is not meant to be a performance vehicle after all, so I would prioritise comfort over cornering ability.

Still, with a 69kWh battery powering the whole vehicle, the XC40 has a very usable real-world range of 425km. In testing, I managed to do 370km and still had about 18% left. Plus, the biggest praise I can give to an EV is that during my media drive, I never once felt range anxiety kicking in, unlike other EVs where the battery level starts to dwindle quickly and I have to scramble and find a nearby charger.

In any case, the XC40 has a max charging rate of 130kW, so it can be juiced up by our DC chargers in no time at all.

Sensible Swedes have done it again

It may not be the fastest EV, or one with the most features. But, overall the XC40 Recharge is a really compelling package as a whole, and one of the best EVs on the market today should you wish to make the conversion from fossil fuels.

When it really comes down to it, what you’re looking for is a car that has longevity. Something you will wake up to everyday and enjoy driving, while giving you a fuss free ownership experience. With its simple and unassuming demeanour, the XC40 has that special charm going for it.

You can really have your sensible cake and eat it too.

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