There are cars that make you feel sensible, cars that make you feel smug, and then there are cars like the Mercedes-AMG GLB 35. A curious concoction that makes you wonder if the engineers at Affalterbach were a little tipsy when they gave it the green light.

The GLB 35 on first glance looks like it’s wearing a suit two sizes too big. Tall, boxy, and unapologetically upright, it resembles a school bus that stumbled into a tuning shop. But underneath all that squared-off practicality lies a heart that beats with all the aggression of a caffeinated gym bro.

Power Meets Practicality

This isn’t some sticker pack with sporty pretensions. The GLB 35 has been given the full AMG once-over. It shares its turbocharged 2.0-litre four-cylinder engine with the A35, which means a healthy 302bhp, an 8-speed dual-clutch transmission, and 4MATIC all-wheel drive that can chuck 50 per cent of power to the rear when things get frisky.

Zero to 100km/h? 5.5 seconds. Fuel economy? Forget about it. This is a seven-seater SUV with the performance stats of a proper hot hatch. Bonkers.

In Comfort and Normal modes, the GLB 35 feels brisk enough, but flick it into Sport+ and it ditches its German stoicism for something far more theatrical. The throttle sharpens, the exhaust barks, and suddenly you’re being jostled by your own organs.

Yes, Sport+ is ridiculous. Yes, it firms up the dampers to the point of chiropractic intervention. But it’s also addictive. So much so that I ended up setting up an Individual mode with snow-optimised power settings and comfort suspension just to restore some sanity after a spirited B-road jaunt.

The Madness Is The Point

Step out of the car to get your organs reorganised, and you wonder how the GLB 35 can even work in the first place. It’s tall stance and 1.8-tonne kerb weight mean it was never destined for racetracks. And yet, once you’re behind the wheel, flicking through gears with a grin on your face, it all makes sense. Sort of.

It’s agile for what it is. Lithe, even. On tighter roads, you’ll find yourself pushing harder than you’d expect in something with room for seven souls and their assorted pets. But they may not appreciate your newfound enthusiasm. Expect groans, moans, and the occasional airborne child.

AMG Trimmings, All Present and Accounted For

To justify its AMG moniker, the GLB 35 is kitted out like a rock star on tour. 20-inch alloys, adaptive dampers, LED headlights, a Burmester sound system, panoramic sunroof, and the AMG Night Package, which blacks out the chrome in favour of a more menacing motif.

The pièce de résistance is the Panamericana grille vertical slats that pay homage to Mercedes’ 1950s racing heritage. It’s a striking look that gives the GLB the swagger it needs to wear its AMG badge with pride.

Room for Seven (ish)

Technically, yes, this is a seven-seater. Realistically, the last two seats are best left to the nimble, the small, or the vertically challenged. That said, cabin space is generous, and with the rear row folded, you’ll get 565 litres of boot space, perfect for IKEA hauls or emergency diaper stockpiles.

With all seats down, cargo capacity jumps to 1,800 litres. That’s enough to carry your regrets after signing the finance papers.

Rationality? That’s for Other People

It’s frankly absurd that a seven-seat SUV can sprint like a hot hatch and guzzle fuel like it’s 2006.

This car doesn’t exist for the spreadsheet types. It’s not for the people who count every penny or those who shop with calculators in hand. This is a car for the irrational, the impetuous, the ones who want to carry seven people and blow past a Golf GTI on the way to their children’s piano recital.

It’s not a car you need. But it’s a car you’ll want even if your wallet says otherwise.

Technical Specifications

Mercedes-AMG GLB 35

Engine: 2-litre inline 4
Drivetrain: All-Wheel Drive
Power: 302 bhp
Torque: 400 Nm
Gearbox: 8G-DCT AMG Speedshift
0-100km/h: 5.5 seconds (claimed)
Top Speed: 250 km/h
Fuel Tank Capacity: 60 litres 
Fuel Economy: 10.5 km/litre (claimed)
Price: S$383,888 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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I spent time with the Standard Range variant, and it immediately impressed, especially in terms of its appearance. With a 90kWh battery, rear-wheel drive, and WLTP range of 475 km, it feels like it was designed for both city life and short weekend getaways.

Design That Will Turn Heads. Guaranteed.

Power-wise, the Standard Range delivers 308 bhp of peak power and 350 Nm of torque, accelerating from 0 to 100 km/h in 6.6 seconds. Max it out, and the 11 will reach a top speed of 200 km/h. Charging is quick too—30% to 80% in just 15 minutes on a DC charger. For Singapore drivers, that’s a big convenience, especially if you need a fast turnaround before a long drive.

Again, the first thing that catches your attention is the design. Winner of the 2024 Red Dot Design Award, the Avatr 11 has a presence that commands attention. Its design feels like a supercar that grew into an SUV, and it works. Measuring 4,880 mm in length, 1,970 mm in width, and 1,601 mm in height, it features a sleek, aerodynamic silhouette inspired by the golden ratio of supercars. The UFO-inspired front fascia and signature F-shaped LED headlights give it a bold, instantly recognisable face. Frameless doors, flush electronic handles, and a panoramic sunroof make it feel futuristic without being overly so. The full-width LED taillight at the rear with star-ring detailing gives it a finishing touch that stays with you long after you’ve parked it.

Impressive To Drive For A Sizeable EV SUV

On the road, the Avatr 11 surprises you. For a car this size, it doesn’t feel cumbersome. Torque delivery is smooth and linear, so you get that satisfying punch without any jerks or awkward surges. It corners flatter than you might expect, and the steering is responsive enough to make driving genuinely engaging. The suspension, featuring front double wishbones and a rear five-link setup, paired with a 2,975 mm wheelbase and 21-inch wheels, provides the Standard Range with a balance of comfort and confidence that makes it easy to drive in all conditions.

Packed With Tech And Features

The interior is packed with tech and comfort, even if it can feel a little overdone. NAPPA leather wraps a cockpit-style layout, and there’s a lot going on visually with curves and panels everywhere. But the seats steal the show. The zero-gravity front seats are not just a gimmick; they’re genuinely comfortable. Heating, ventilation, and a five-mode massage function make city commutes and short breaks feel indulgent. I even managed a quick nap between meetings, and it was surprisingly restorative.

Audio fans will appreciate the 25-speaker Meridian sound system, featuring a centre subwoofer. Put it in Extreme mode and the cabin transforms, making it feel like a mini concert hall. The attention to detail extends to the small details, too, such as controlling the air-conditioning fan speed and temperature with three-finger screen gestures. It’s intuitive, futuristic, and actually fun to use.

Sound insulation is another highlight. With twenty-two cavity partitions and leather-wrapped panels all around, NVH levels are reportedly just 0.1 dB higher than those of a Maybach at 120 km/h, which is impressive for an SUV.

Premium But Busy Interior

That said, the interior still feels a touch “busy” compared to the exterior’s clean lines. There are moments when the over-styling makes it feel less premium than you might hope, but it doesn’t ruin the experience. For under $300,000, the Standard Range is a compelling package, particularly when considering the design, technology, and driving experience it offers.

The Avatr 11 is more than just a new EV on the road. It’s confident, capable, and genuinely fun to drive. It blends supercar looks, smooth performance, and high-tech features in a way that feels like a peek into the future. It’s not quite at the German premium level yet, but for those looking for something fresh, stylish, and engaging, the Standard Range Avatr 11 deserves a long look.

Technical Specifications

Avatr 11 90 kWh Standard Range (A)
Engine: Electric Motor
Battery Type: Ternary Lithium
Drivetrain: Rear-Wheel-Drive
Power: 308 bhp
Torque: 350 Nm
Gearbox: Single-speed (A)
0-100km/h: 6.6 Seconds

Top Speed: 200 km/h

Battery Capacity: 90 kWh
Drive Range: 475 km
Price: S$293,999 with COE (accurate at the time of this article)

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

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

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

What’s changed?

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

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

Same old shouty cabin

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

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

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

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

V8 meets volts

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

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

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

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

What’s it like to drive?

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

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

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

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

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

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

Will the real Urus SE please stand up?

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

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

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

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

Technical Specifications

Lamborghini Urus SE

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

Photo Credits: Sean Loo (@auto.driven)

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That’s right, the car you’re looking at is more than a decade old. It was first facelifted in 2019, and rather than design a whole new car, Volvo has facelifted it again for 2025. With its handsome proportions and quietly commanding presence, the 2025 update is light on theatrics but heavy on sensibility.

This isn’t a brand new car, but rather a matured one. And, much like a good bottle of aquavit, it’s only gotten better with age.

So, what’s changed?

Visually, you’ll have to squint. The lines have been tidied up, the lights sharpened ever so slightly, and the grille’s had a shave. Inside, there’s a slicker interface and some finetuning under the skin. But don’t mistake subtlety for stagnation.

Electrification is the name of the game, and Volvo’s gone all in. The B5 is now a mild-hybrid with 249bhp and 360Nm, paired to an 8-speed auto gearbox and permanent all-wheel drive.

Smooth Operator, Not a Thrill Seeker

If you’re here looking for Nürburgring lap times, you’re in the wrong part of Sweden. This isn’t a Cayenne. The XC90 is designed to soothe, not stimulate. And in that sense, it’s pitch-perfect.

Everything about the driving experience is calm, collected, and completely inoffensive. The steering is light but precise, the ride is plush and well-damped even on large 20-inch rims, and the cabin remains serene even at expressway speeds.

The B5 petrol, while not earth-shatteringly quick, is more than adequate for everyday driving. The 48V mild-hybrid system helps eliminate turbo lag and smooth out the start-stop transitions, which are nearly imperceptible now.

Volvo did something unusual with the XC90, stating it would never have a bigger engine than a 2.0-litre four-cylinder. Because of this, real-world fuel economy has taken a bit of a hit, hovering around 9.0km/litre. A little more oomph will benefit the B5, but this figure is still respectable for a car of this size.

Scandinavian Sanctuary

With the aforementioned 2-litre engine decision, Volvo was also adamant that it would be mounted crossways in the engine bay.

This might sound silly, but by tucking the powertrain in tighter, it frees up precious centimetres inside. The result is one of the most thoughtfully laid-out interiors you’ll find in any three-row SUV today.

Pale wood trims, recycled fabrics, and vertically oriented air vents all speak to a sensibility that favours wellness over wow factor.

The 11.2inch portrait touchscreen is now sharper and more responsive, and runs on a Google-based OS that integrates Maps and voice commands seamlessly.

The real joy, though, is how everything works. The seat folding mechanisms are buttery smooth and can be operated one-handed. The wireless charger has been repositioned, and you just feel like the car was designed with care in mind.

Rear visibility is excellent, and all seven seats are usable. And unlike many three-row SUVs, there’s still 301 litres of boot space with all seats up (thanks to the engine layout).

Fold down the all of the seats and you’ll get up to 1,950 litres, enough for a Singaporean’s entire IKEA wishlist.

Elegance in Evolution

More than a decade on, the Volvo XC90 is still the one to beat in its class. It’s a vehicle designed with a clear mission: to transport your family safely, comfortably, and with a quiet sense of pride.

In a sea of oversized grills, fake engine noises, and overzealous software suites, the XC90 feels like a breath of cool Scandinavian air. It’s a car that looks after your loved ones.

And isn’t that what a good family car should do?

Volvo XC90

Engine: 2-litre inline 4, Turbocharged
Drivetrain: All-Wheel Drive
Power: 249 bhp
Torque: 360 Nm
Gearbox: 8-Speed (A)
0-100km/h: 7.7 seconds (claimed)
Top Speed: 180 km/h
Fuel Tank Capacity: 71 litres 
Fuel Economy: 10.9 km/litre (claimed)
Price: S$444,000 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Over 2.7 million have found homes since its 2008 debut, overtaking even the legendary, shoebox-shaped Volvo 240 earlier this year. You can’t swing a cinnamon bun in Stockholm without spotting one.

It’s the middle child of the Volvo SUV family; smaller and less ostentatious than the XC90, but more spacious and grown-up than the little XC40. In car-market terms, it lands smack in the middle of the most overcrowded playground of them all: the mid-size crossover segment.

Its rivals?

The Audi Q5, BMW X3, and the Mercedes-Benz GLC. All competent, all capable. But while the Germans seem to march to the same drumbeat, the Volvo hums its own tune.

It’s been around for a while, hasn’t it?

This is the second generation, which arrived in 2017 after the first enjoyed a respectable nine-year run. A facelift came in 2021, and again in early 2025.

The latest tweaks include a new grille, an upsized infotainment screen, and fresh cabin materials. Engines remain unchanged.

So what’s it like to drive?

If you want white-knuckle excitement, this isn’t your car. The XC60’s idea of engagement is guiding you through bends with the calm assurance of a seasoned chauffeur. For 2025, Volvo has added extra sound insulation, so it’s even quieter inside.

All-wheel drive is standard, and there’s no big “Sport” button here, just a subtle setting hidden in the menus if you want things a touch firmer. The steering is light by default, but can be weighted up electronically. Ride quality is plush, without the wheel-hop or body float that sometimes plagues the XC90.

The eight-speed automatic is smooth when cruising, but hesitates if you ask for a quick burst of acceleration.

Our test unit was the T8 PHEV, and the hybrid powertrain suits the XC60 perfectly. It glides along silently in EV mode for a real-world 55km, with Volvo claiming up to 67km. The electric torque makes the car feel sprightlier than the numbers suggest. Charging from a AC wallbox takes about three hours.

Safety, as always, is a Volvo calling card, and the XC60 has it in droves, from lane departure avoidance to steering support that helps you dodge obstacles while staying in control.

What’s it like inside?

From the outside, the XC60 could pass for a tall estate. Inside, you’re perched high in one of the most supportive seats in the business. The rear bench is equally accommodating, with thoughtful touches like optional integrated child seats. Light pours in through the panoramic roof, enhancing the sense of space.

Cabin materials lean towards Scandinavian; matte wood, pale leather, and an airy ambience that feels as calming as a lakeside cabin. Sadly, most buyers still default to black leather and brushed aluminium.

A crystal gear selector is crafted by Swedish glassmaker Orrefors, though it feels a touch flashy compared to the otherwise restrained interior.

A crisp 12.3-inch digital driver’s display sits ahead of you, flanked by the new 11.2-inch portrait infotainment screen. It looks a bit like someone glued a tablet to the dash, but the Snapdragon-powered interface is fast, fluid, and pin-sharp. Google integration is standard with Apple CarPlay also on board.

Physical buttons are scarce, so you’ll be tapping the screen for climate controls, drive settings, and just about everything else. A single rotary knob handles volume – old-school, but appreciated.

With 483 litres, it’s roomier than an Audi Q5, though smaller than a BMW X3 or GLC. PHEV versions lose a negligible 15 litres due to battery packaging. Fold the seats and you’ve got up to 1,410 litres, enough for all your IKEA ambitions.

Sensible and sweet

The Volvo XC60 takes the best bits of the XC90 and distils them into a smaller, more manageable package. The cabin is serene, the design understated, and the driving experience pleasantly unhurried.

It’s still one of the most socially acceptable cars out there. And sometimes, that’s exactly what you want.

Technical Specifications

Volvo XC60

Engine: 2-litre in-line 4, Turbocharged
Drivetrain: All-Wheel Drive
Power: 449 bhp
Torque: 709 Nm
Gearbox: 8-Speed Geartronic
0-100km/h: 4.9 seconds (claimed)
Top Speed: 180 km/h
Fuel Tank Capacity: 71 litres 
Fuel Economy: 18.3 km/litre (tested)
Price: S$354,000 (T8 Plus) with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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There was a time when you couldn’t swing a valet ticket in Orchard without spotting an Audi Q5. It was Audi Singapore’s golden child and its best-selling SUV, second only to the venerable A4 in total sales.

But with age comes competition, and as rivals raced ahead with newer offerings, the Q5 began to feel like yesterday’s news.

Well, not anymore.

The new Q5 is finally here. It’s slated to arrive in Singapore by the end of the year, and judging by our early drive, it might just be worth the wait.

Built on Audi’s all-new Premium Platform Combustion (PPC), the Q5 is essentially a love letter to internal combustion. A heartfelt one, inked with every trick Audi has learnt over decades of petrol-powered poetry.

It’s a smooth operator

The Q5 debuts a new mild-hybrid system called MHEV Plus. It packs a 1.7kWh LFP battery and a 48V system that feeds a starter-generator delivering 24 bhp and 230 Nm of torque. It also powers the air-con compressor, so you can enjoy full-blast cooling even when the engine naps.

Curiously, the A5 Sedan (built on the same platform) misses out on this. Make of that what you will.

What you do notice immediately is the space. The PPC architecture has freed up more shoulder and legroom, while the boot swells to a respectable 520 litres.

Rear passengers can slide and tilt their seats to taste, though the raised transmission tunnel might make the middle seat less popular.

Singapore will get both FWD and quattro variants of the Q5, each powered by a 2.0-litre turbocharged four-cylinder producing 201 bhp and 340 Nm. The FWD gets to 100 km/h in 8.6 seconds, but the quattro knocks that down to a more athletic 7.2 seconds.

And for those asking, the 362 bhp SQ5 is also en route.

Still an Audi at Heart

If you’re worried Audi might have gone overboard with the design, don’t. The Q5’s look is clean, mature and unmistakably Audi. You get the familiar singleframe grille, LED matrix headlamps with eight light signatures, and wheels ranging from 18 to 21 inches. Our test car wore the largest set, and they’re stunners.

At the back, a sleek light bar with 266 segments spans the tailgate. And in a clever safety touch, the brake lights reflect off the rear windscreen to give trailing drivers more warning. Smart and subtle. Again, classic Audi.

Take Command

The interior’s party piece is the Digital Stage: a curved display that merges a 14.5-inch infotainment screen and an 11.9-inch driver’s display into one cohesive unit.

It runs on Android Automotive OS and, to Audi’s credit, it works beautifully. Logical menus, useful shortcuts, and an ever-present climate panel mean you won’t be fumbling through submenus.

Our test car came with the optional passenger screen, a 10.9-inch display that, truthfully, feels more show than substance. Still, it’s there if your co-driver needs a distraction, or to assist with navigation duties.

Not everything hits the mark though. The haptic steering wheel controls, for instance, lack tactile feedback and are too easy to activate accidentally. Bring back the old-school clickers, please.

There’s a head-up display too, though not the fancy Augmented Reality version found in Audi’s PPE-based EVs. Blame the ICE packaging constraints. Still, what’s here works well enough.

Cabin quality is generally high, with leather, wood and soft-touch plastics where they matter. That said, lower portions of the dash and doors feature harder materials that feel less premium. The Bang & Olufsen sound system, with its 16 speakers and 685 watts, is a saving grace and sounds absolutely divine.

Smooth, Sorted, Surprisingly Plush

On the road, the Q5 feels grown-up. There’s a polish to the ride that wasn’t present in earlier versions. It’s quiet, poised, and easy to pilot through city traffic or sweeping highways. Progressive steering is standard, which explains why it’s weighty at low speeds but lightens up naturally as you go faster. Confidence-inspiring stuff.

The 2.0 TFSI engine punches above its weight, with eager acceleration and seamless gear changes from the 7-speed S tronic box. Cruising at 130 km/h through Hungary and Austria, the Q5 felt utterly unbothered, a proper long-distance cruiser.

Much of that composure comes down to the air suspension fitted to our test unit. It gave the Q5 a wafting, big-car feel, ironing out bumps with the ease of a segment above.

Singapore-bound cars will make do with passive steel springs, though even those will benefit from Frequency Selective Damping (FSD) tech that smooths out harsher surfaces.

Excited for one?

In a segment packed with players like the BMW X3, Mercedes-Benz GLC, Range Rover Velar, and Lexus NX, the Q5 manages to carve its own lane. There’s an effortlessness to the way it carries itself with quiet confidence.

If you want something that’s as good to drive as it is to live with, and you appreciate a touch of restraint in your daily ride, the Audi Q5 quattro is shaping up to be a class act.

Technical Specifications

Audi Q5 Quattro

Engine: 2-litre in-line 4, Turbocharged
Drivetrain: Quattro All-Wheel Drive
Power: 204 bhp
Torque: 340 Nm
Gearbox: 7-Speed (A) S Tronic
0-100km/h: 7.2 seconds (claimed)
Fuel Tank Capacity: 65 litres 
Fuel Economy: TBC

Photo Credits: Sean Loo (@auto.driven)

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It’s been Volvo’s global best-seller for a reason, and with the latest round of updates, it’s more poised than ever to keep that crown firmly in place.

Wearnes Automotive has brought in two variants: the Volvo XC60 B5 Plus Mild-Hybrid and the punchier XC60 T8 Plus Plug-in Hybrid. Both share the same 2-litre four-cylinder turbocharged heart, but the T8 ups the ante with electric muscle, putting down a combined 455 horsepower and 709 Nm of torque. Zero to hundred in 4.9 seconds.

The B5, on the other hand, has 250 horsepower and a fuel economy of 8.7L/100km.

Slip inside, and you’ll be greeted by Nappa leather, Driftwood décor inlays, and a crystal gear selector by Orrefors. With laminated windows, air suspension (optional), and an advanced air purification system that filters out PM2.5 particles, the XC60 aims to redefine what peace and quiet on the move actually means.

The refreshed XC60 sports a new 11.2-inch high-resolution touchscreen, now powered by Qualcomm’s Snapdragon Cockpit Platform. Built-in Google services and over-the-air updates keep everything connected.

Volvo’s user interface also takes a Scandinavian stab at minimalism: intuitive, calm, and mercifully free of visual clutter. And for the audiophiles: 14 Harman Kardon speakers (standard), or go all out with a Bowers & Wilkins system.

Outside, the Volvo XC60 has undergone subtle tweaks. There’s a more defined front grille, new wheels, darker rear lights, and a trio of new colours, including the sultry Mulberry Red.

Naturally, being a Volvo, safety is paramount. You get everything from Pilot Assist adaptive cruise control to a full suite of airbags, lane keep assist, blind spot monitoring, and Volvo’s clever City Safety system that watches out for cyclists, pedestrians, and errant animals.

The T8 also introduces “One Pedal Drive,” for those who want a more electric-like experience, with enhanced regenerative braking.

Ready to test serenity on wheels? First deliveries are now underway. You can meet the Volvo XC60 at Volvo’s showroom along Alexandra Road or book a test drive online.

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Speaking at the launch event, Yu Yong, Senior Product Manager of AION Automobile Sales (Thailand) Co., Ltd., expressed excitement about the AION V’s arrival. “After the successful introduction of the AION Y Plus in Singapore, we have seen an overwhelming response from customers,” he shared.

“Now, we are thrilled to bring in the next-generation AION V, a smart electric SUV that caters to a wide range of lifestyles. With over 10,000 units sold per month in China and 2,000 per month in Thailand, the AION V has proven to be a customer favourite.”

Further reinforcing the vehicle’s strengths, Ernest Tan, Deputy CEO of VINCAR GROUP, emphasised its standout features.

“The next-generation AION V is the fastest charging Category A COE EV SUV in Singapore and boasts the longest driving range in its class. It offers a spacious interior, an advanced AI-powered cabin, and premium features typically found in luxury segments,” he added.

For those stepping into the world of AION ownership, the AION V Luxury comes with a comprehensive package designed to ensure a worry-free experience. Owners will receive an 8-year warranty on the battery and electric drive unit or 240,000 kilometres, whichever comes first.

The battery’s state of health is guaranteed to remain above 70% for up to 300,000 kilometres, and the entire vehicle is covered under an 8-year, 160,000-kilometre warranty. 

On top of that, owners will enjoy 10 years or 200,000 kilometres of free servicing, along with two years of complimentary in-car internet and lifetime over-the-air (OTA) firmware updates. For additional peace of mind, 24-hour roadside assistance is included for five years.

Inspired by Aion’s ‘Cyber T-REX Design’, the AION V features LED headlights and taillights crafted with geometric shapes, while the muscular stance is further accentuated by 19-inch 8-spoke alloy wheels.

Buyers can select from eight vibrant exterior colours. Inside, the cabin can be personalised with three luxurious interior trim options: Jet Black, Olympus Brown, and Polar Beige.

The front seats offer an 8-point massage function with adjustable intensity and various massage modes, complete with heating and ventilation. The electric driver and front passenger seats come with three memory settings. 

High-touch surfaces in the cabin are wrapped in premium soft-touch materials. A built-in smart refrigerator keeps refreshments chilled or warmed as needed, while the floating cockpit design houses a 14.6-inch infotainment display paired with an 8.88-inch digital driver cluster.

Rear passengers aren’t forgotten either, with a B-pillar air inlet for enhanced cooling, multi-purpose folding tables, and reclining rear seats with up to 137 degrees of adjustability, making long road trips a breeze. 

AION’s latest EV technology ensures the V goes further and charges faster than ever before, with a WLTP range of 485 kilometres.

The Lithium Iron Phosphate battery enables DC fast charging up to 180kW, allowing the vehicle to regain 300 kilometres of range in just 15 minutes.

The lightweight battery and powertrain system reduce energy consumption to just 14.1kWh/100km. Meanwhile, the V2L (Vehicle-to-Load) function offers up to 3.3kW of power, allowing users to charge devices or even run appliances during outdoor activities. 

GAC AION takes safety seriously, equipping the AION V with a high-strength body structure, constructed with 72% ultra-high strength steel, heat-formed materials, and aluminium alloys to meet EURO NCAP 5-star safety standards. The 2.3-metre-long airbag curtain deploys in just 0.03 seconds, offering extended rollover protection. 

For added peace of mind, intelligent driver assistance features include L2 autonomous driving technology, intelligent voice control, and real-time security monitoring.

To mark its arrival in Singapore, GAC AION is offering a special promotion from 25 February to 5 March 2025.

Buyers will enjoy an additional $6,000 discount, a free upgrade to a 10-year battery warranty, and complimentary 10-year servicing. 

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If you were to guess BMW’s most important model, you might instinctively say the 3 Series, the benchmark sports saloon that has shaped the brand’s DNA for decades. Or perhaps the 5 Series, given its versatility, spanning everything from executive sedans to high-performance M-badged monsters.

But no, the real sales king is the X3.

That’s right. In 2023 alone, BMW churned out 1,000 units of the X3 every. single. day. It is, by all accounts, the SUV that keeps BMW at the top of the premium automotive food chain.

And now, we have the latest iteration of BMW’s cash cow. It is new but not entirely new; BMW has retained much of what worked in the previous generation while refining key aspects to keep the X3 competitive in an increasingly crowded segment.

Yet, unlike before, there is no fully electric iX3 this time around. That role will be filled by a separate Neue Klasse EV crossover set to arrive in late 2025.

For now, the lineup starts with a 2.0-litre four-cylinder petrol engine with 48-volt mild-hybrid assistance, while at the other end of the spectrum sits the more potent straight-six M50. Interestingly, rumours suggest there will be no full-blooded X3 M Competition in this generation, an omission that might leave some enthusiasts disappointed.

BMW has also done away with the traditional “i” suffix in its petrol models. So, what used to be the 20i and 50i are now just the 20 and 50.

Does it make sense? Not really. But then again, BMW’s naming conventions have been getting increasingly cryptic for years.

How New Is It, Really?

Technically, this is a full model change. The exterior is entirely redesigned, and the interior has been revamped with modern tech and fresh materials. But dig deeper, and you will realise that the chassis remains largely unchanged.

The wheelbase and overall dimensions have been carried over, albeit with some fine-tuning. The track is wider, underbody bracing has been strengthened, and steering precision has been improved.

A New Look, For Better Or Worse

There is no denying that the new X3’s design is divisive. Some see it as a toned-down version of the iX, while others find the flat, creased surfaces overly fussy and devoid of character. There is certainly a lot of metal on display, with a muscular stance that gives the X3 more road presence.

At the front, BMW’s signature kidney grilles now come with optional rim lighting, a party trick that looks either sophisticated or slightly excessive, depending on your taste. At least they are not cartoonishly oversized, unlike some of BMW’s recent designs.

The rear-end is arguably its best angle, featuring a flush-fitting tailgate and an estate-like silhouette that lends an air of sophistication. It is certainly solid-looking – monolithic, as BMW puts it. More importantly, the drag coefficient has been reduced to 0.27 Cd, which helps fuel efficiency and cuts wind noise at higher speeds.

How About The Inside?

At its core, the X3’s interior remains functional and spacious. The driving position is excellent, visibility is strong, and there is plenty of room for passengers.

However, material quality is not as premium as one might expect. There is an unfortunate abundance of hard plastics in areas where your hands naturally rest, such as the door handles, storage bins, and centre console trim. The ambient lighting strips, which look stylish in photos, come across as cheap, glow-stick gimmicks in real life.

But it is not all bad news. BMW has countered some of these missteps with a fresh new textured cloth trim on the dashboard, which feels more premium than it looks. The digital interfaces are crisp and responsive, and the tech itself is fast, intuitive, and feature-rich.

Best of all, BMW has retained the iDrive rotary controller, an endangered species in today’s touchscreen-obsessed world. With Neue Klasse models set to ditch physical controls entirely, this may well be the last generation of BMWs to feature the beloved dial. Enjoy it while you can.

There are still actual shortcut buttons and a logical climate control system, while driver assistance features are relatively straightforward to configure.

In terms of seating, comfort levels are high. The front seats are supportive, and rear passengers will find plenty of legroom, thanks to deep footwells. The middle seat, however, is compromised by the chunky transmission tunnel, a common issue in longitudinally mounted AWD vehicles.

Storage capacity remains one of the X3’s strong suits. A 570-litre boot expands to 1,700 litres with the seats folded.

While the Mercedes-Benz GLC has a slightly larger boot, the X3 still outperforms the Audi Q5 and Volvo XC60 in this regard.

It’s Not Punchy, But Extremely Smooth

The 2.0-litre petrol engine is a mixed bag. With 190bhp and a small dose of electric assistance, it is sufficient for daily use but lacks outright punch. Weighing in at 1.95 tonnes, the X3 asks a lot from its four-cylinder heart.

That said, the mild-hybrid system provides instant torque at low revs, effectively eliminating turbo lag. Acceleration is linear and predictable, meaning your throttle inputs deliver exactly what you expect. However, the engine’s tone is uninspiring, producing a flat drone that becomes intrusive under hard acceleration.

Ride quality is well-judged. The steering is accurate, and body movements are well-controlled, making it an easy SUV to place on the road. The hybrid system also regenerates energy seamlessly, simulating the effect of downshifting when approaching a junction.

With a careful foot, you can easily average double-digit efficiency figures in this, which is impressive considering its stature.

The biggest compliment I can give is to the car’s gearbox. Not sure what BMW has done to tweak the Steptronic system, but gear changes are butter smooth, even under hard acceleration. 

Risk = Reward?

For two generations, the BMW X3 has been a safe and competent choice. This time, it takes a few risks. While the interior quality could be better, the engineering remains solid, and dynamically, it is as capable as ever.

It may not be groundbreaking, but it is still a compelling option in the premium SUV segment. And if sales figures are anything to go by, expect to see more of these on the roads soon.

Technical Specifications

BMW X3 xDrive20 M Sport

Engine: 1,998cc in-line 4 TwinPower, Turbocharged
Drivetrain: All-Wheel Drive
Power: 190bhp
Torque: 310Nm
Gearbox: 8-Speed (A) Steptronic
0-100km/h: 8.5 seconds (claimed)
Fuel Economy: 12.7/litre (claimed)

Price: S$357,888  with COE (accurate at the time of this article)
Contact: Performance Motors / Eurokars Auto

Photo Credits: Sean Loo (@auto.driven)

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Equipped with a 1.6-litre turbocharged engine paired with a hybrid motor, the SUV delivers a commendable 212hp and 367Nm of torque.

Hyundai’s innovative AWD system ensures a balanced 50:50 torque distribution, making it a versatile companion for urban and off-road adventures.

As Executive Chairman of Komoco Holdings Pte Ltd, Mr Teo Hock Seng, aptly puts it, “We are excited to show Singapore the meaning of Fun To Drive, with an impressive lineup of SUVs from Hyundai that fits every need and family.”

Step inside the Tucson N Line, and you’ll find a cabin that has undergone a remarkable transformation. The focal point is the panoramic curved display, a seamless integration of a 12.3-inch digital instrument cluster and infotainment screen.

N Line-exclusive suede seats with red stitching, ventilated and heated features, and a Krell audio system provide the perfect balance of luxury and sportiness.

Practicality has not been overlooked. Redesigned controls, including physical knobs for essential functions, enhance usability, while a wireless charging pad and dashboard tray elevate everyday convenience.

Rear passengers aren’t left out either, with USB-C charging ports ensuring connectivity on the go.

Hyundai’s commitment to driver-centric innovation shines in the 2025 Tucson AWD N Line. The SUV includes advanced driver assistance systems (ADAS), Hyundai SmartSense, and wireless integration with Android Auto and Apple CarPlay.

Enhanced safety measures, such as the after-blow feature for the HVAC system and Hyundai’s e-Motion technology, ensure a secure and comfortable ride.

Earning the prestigious Top Safety Pick+ title from the Insurance Institute of Highway Safety (IIHS), the Tucson N Line exemplifies Hyundai’s dedication to engineering excellence.

The Tucson’s Parametric Dynamics design language is on full display, with bold, jewel-like surface detailing and a refreshed grille. The N Line variant adds a layer of aggressiveness with 19-inch exclusive wheels, twin-tip mufflers, and black trimmings.

Available in a palette of striking colours, including the exclusive Shadow Grey, the Tucson AWD N Line ensures individuality and flair for every owner.

The 2025 Tucson AWD N Line joins Hyundai’s electrified lineup at the Singapore Motorshow 2025, sharing the stage with the 2025 IONIQ 5 N

For more information on the Hyundai Tucson N Line, visit Hyundai’s official platforms or drop by Komoco Motors at Alexandra Road.

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