Some names in the car world spark interest as soon as they’re mentioned. Testarossa is one of them.

In Italian, it literally means “red head”, a historical nod to Ferrari engines wearing their crimson-painted cam covers like war paint. 

Over time, that word became a title. A legend. The sort of name that conjures images of speed, excess, glamour, and that very specific Ferrari ability to make everyone else’s supercars look like they were designed in the past.

So when Ferrari decides to use that name again, it’s closer to a coronation. You don’t “recycle” a name like Testarossa. You bestow it. Which is exactly what’s happened here with the new Ferrari 849 Testarossa, and doing so with the sort of confidence that suggests it understands the weight of the crown it’s just picked up.

And frankly, it has to. Call something Testarossa, and it had better be extraordinary, otherwise the internet will riot, and Italians will communicate exclusively through increasingly aggressive hand gestures.

Heritage With A Forward Punch

Ferrari’s own positioning is clear: this is the pinnacle of the range, a car built to perform both on road and track, and with an extreme character that looks and feels like it has driven here from the future via an ’80s poster wall.

You get hints of the F80, new Daytona, and even traces of the outgoing SF90. The stance is low and wide, and it has that Maranello trick where every surface appears to be sculpting air, carving turbulence, and controlling heat.

It is visually dramatic, of course, but not dramatic in a messy way. There’s tension in the shapes, a sense of purpose in the proportions. Even standing still, it looks like it’s already halfway through a lap. It’s the sort of car that makes you circle it “one last time” and then look up to realise half an hour has gone missing.

Ferrari, as ever, has weaponised beauty.

A Soundtrack You Can Feel In Your Ribs

At its core, the Ferrari 849 Testarossa represents a significant evolution of the SF90 platform. Ferrari’s headline is the updated 4.0-litre twin-turbocharged V8, producing 1050 horsepower thanks to updated parts and a new turbo setup.

The updated F154FC V8 produces 818 horsepower at 7,500 rpm and 621 lb-ft of torque at 6,500 rpm. With a specific output of 205 horsepower per litre, it takes the titles of the most powerful eight-cylinder engine ever fitted to a Ferrari road car.

The new turbos are also the largest turbochargers Ferrari has ever installed on a production engine, featuring ultra-low-friction ceramic roller bearings derived from the F80 and external heat shielding inspired by the 296 GT3.

To offset the additional mass, Ferrari engineers removed excess material from the engine block and redesigned cylinder heads, lightened the camshafts, replaced steel fasteners with titanium components, and constructed the larger exhaust system from ultra-light Inconel alloy. This engine matches the SF90’s weight while achieving a ten per cent improvement in the power-to-weight ratio.

Cooling for the centrally mounted MGU-K has been improved by 20 per cent, delivering greater consistency during sustained high-load operation, particularly when the eManettino is set to Qualify mode. This setting allows the system to maximise acceleration and regenerative braking for peak performance, albeit with a usage limit.

What the engineers want you to focus on as well is the sound.  Because in an era where the world is becoming quieter, more sensible, and more heavily filtered, Ferrari understands that a proper supercar should still announce itself boldly. Ideally, to everyone within a three-kilometre radius.

And it sounds absolutely glorious. At low speeds, it has a refined and civilised murmur, transforming into a high-pitched, manic shriek at high RPM. A true metallic screaming banshee.

On the road, power delivery is smooth and linear from 2,000 rpm, sharpening noticeably beyond 4,000 rpm. The engine feels most alive between 6,000 and 8,000 rpm, where throttle response and urgency are at their peak.

Ferrari claims this car has the best power-to-weight ratio ever on a “range production Ferrari”, coupled with new and improved aerodynamics features.  This is important, especially on the track, because raw horsepower is only half the story. The other half is what it feels like when you ask the car to change direction at a speed that would make your passenger faint.

Even though the aero bits look subtle, a massive amount of downforce is achieved thanks in part to its design. The Ferrari 849 Testarossa develops 415 kilograms of vertical load at 250 km/h. At speed, it feels like it’s clinging to the planet with intent.

Stability, grip, and composure all coalesce when you start carrying speed in a way that feels faintly suspicious, like you’ve discovered a cheat code.

And when you fully commit to the car, it becomes magnificent. The power delivery, the stability, the bite into corners, the way it settles and communicates. It’s a car that thrives on precision.

Be smooth and decisive, and it becomes your personalised track weapon. And that, in many ways, is the most Ferrari thing of all: it improves you, by giving you a chainsaw.

The 849 also has something called FIVE, which is an acronym for ‘Ferrari Integrated Vehicle Estimator’. Using telemetry data from myriad sensors, FIVE creates a digital twin of the car that uses mathematical models to replicate the real thing’s behaviour in real time. With this data, it then feeds estimates with absurd accuracy (a margin of error of less than 1 degree of yaw and less than 1.6km/h) into the electronics that control the car’s various stability systems.

What FIVE can alter besides the hybrid all-wheel-drive system’s traction control includes the new Side Slip Control 9.0, e-differential, and the ABS EVO braking. In essence, regardless of skill level, the car can deliver as much performance as possible without making you lose control.

Rather than reprimanding minor misjudgements in braking or corner entry, its neural network works discreetly in the background, rapidly calculating the optimal response to maintain stability and directional intent. The Testarossa responds with an organic, almost intuitive quality, allowing the driver to explore its limits without constant intervention.

On The Road, It Invites You To Be Better

Mellow it down after your track day, and the biggest surprise is how refined the 849 Testarossa can be on your commute home.

The experience is intense, yes, but it’s not chaotic. You sit low, look out over that sculpted nose, and the whole car seems to shrink around you dynamically.

With the eManettino set to eDrive mode, the centrally mounted 7.9 kWh battery enables just over 24 kilometres of electric-only driving. Hybrid mode prioritises the optimal balance between efficiency and performance, delivering seamless transitions between electric and combustion power.

While regenerative braking is noticeable during gentle cruising, Ferrari acknowledges that most owners will favour Performance mode, which keeps the engine running continuously and maintains battery charge without the need for frequent plug-in charging.

Smooth inputs. Decisive throttle. Achieve that, and it rewards you with a feeling that’s increasingly rare: confidence that grows with speed, rather than anxiety.

Which is reassuring, coming from something that could very easily launch you into next Tuesday.

Worthy Of The Name

With the Ferrari 849 Testarossa, it feels like the Italian marque has treated the name with respect. Not by trying to replicate a memory, but by creating a modern car that deserves the legend on its tail.

More importantly, it has that immeasurable quality that makes people care about Ferraris in the first place. Presence and Occasion.

The sense that every drive is a story, every corner a conversation, and every straight a reminder that Ferrari still builds cars with a soulful heart.

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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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Mercedes-Benz’s AMG models historically had a bit of a crazy streak to them. While BMW’s M cars tend to focus on sharp-edged, drive-focused performance, and Audi’s RS models embrace tech to deliver raw speed and power, Mercedes-AMG were known for their wild attitude that were sometimes at odds with Mercedes-Benz’s otherwise safe and stately image.

Things are changing, however, and in an automotive world where almost everything is now geared towards efficiency, the latest Mercedes-AMG E53 trades some of that silliness for much-needed sensibility, in the form of a plug-in hybrid drivetrain. But has the move to go green diluted the AMG essence?

Not Quite the Full Fat Experience

While the E53 AMG is currently the most powerful E-Class model you can buy right now, it is not quite a full-fat AMG, in the sense that it doesn’t follow the ‘one man, one engine’ philosophy that traditional AMG cars get. So, no engineer’s signature on the engine cover then.

It looks relatively subtle for an AMG too. There are some aggressive AMG styling bits like the illuminated grille and large air intakes on the front bumper, a barely noticeable tail spoiler, quad exhaust tailpipes, and 21-inch wheels with a design that offers a peek at the large composite brakes. However, on the whole, the E53 could pass off as just another E-Class if it drives past you on the roads.

It’s pretty much the same story inside too. Again, there are AMG specific bits like the sports seats, an AMG steering wheel, and AMG logos everywhere, as well as AMG driving modes and settings in the infotainment system. But aside from that, the cabin is otherwise similar to a regular E-Class.

Performance Powerhouse

That said, the E53 certainly has the performance chops to live up to the AMG name. The 3.0-litre turbocharged in-line 6 engine produces a whopping 585 bhp and 750 Nm of torque, allowing it to rocket from 0-100km/h in just 3.8 seconds. It’s an incredibly impressive feat for a car that tips the scales at nearly 2.4 tonnes.

However, it doesn’t do it with the kind of insanity that characterises many AMG models from the past. Instead, the E53 builds up speed with the kind of smoothness that you’ll expect from a large, high-powered executive sedan. The car gets up to triple digit speeds without a fuss, and feels like it can sit and cruise on the autobahn all day effortlessly, helped along with a ride that comes across as more luxurious than sporty.

There is a gentle rumble from the straight 6 engine that grows more vocal as you push along, and it generally sounds pleasant enough. However, it doesn’t have quite the same character as a growling V8, such as the one from the previous generation E63 AMG.

Weighty Issues

While the E53 is fast on paper, the experience in practice demonstrates some shortfalls. Upon initial acceleration, there is a bit of lag, before the power kicks in and sends you hurtling toward the horizon.

It’s perhaps a byproduct of the car’s weight, brought about by the plug-in hybrid drivetrain, but the E53 feels like a car that would rather you move along progressively rather than aggressively.

Likewise, in the corners, the E53 handles capably with plenty of composure, thanks to its 4Matic+ all-wheel-drive system and AMG performance bits. But it doesn’t feel like quite the sharp performance tool that you’ll expect from something carrying the AMG brand name.

Perhaps the biggest bugbear would be the brakes, which display some very odd behaviour traits. They feel inconsistent in their application, and it makes it very difficult to judge how much pressure to apply. It soon becomes quite the annoyance when you pull up to a set of lights, because you never know how hard to hit the pedal at every instance.

Plug-in Puzzle

The idea of a plug-in hybrid drivetrain sounds good in theory, offering zero-emissions driving at low speeds. However, in a car like the E53 AMG, their presence here feels somewhat superfluous.

Mercedes-AMG claims that the car can travel up to 104km in pure electric mode when the battery is fully charged, but in reality, that figure is probably closer to 80km or so. If you drive it as intended, that is, at fairly high speed, that range depletes fairly quickly, and you then end up lugging around the deadweight of the battery and electric motor around most of the time.

It’s not like it helps greatly with efficiency too, despite its stated intentions. While Mercedes-Benz states that the car can deliver a fuel economy figure of 0.9 litres per 100km, it is highly unlikely you’ll get anywhere near that figure, unless you drive it around with a light foot, which defeats the purpose of a car like this anyway.

A Different Kind of AMG

It’s clear that the E53 AMG is not quite like the wild AMG cars of eras past. Instead, it offers a sensible option for those who appreciate AMG levels of performance, but delivered in sensible and refined fashion. The plug-in hybrid drivetrain, while flawed, offers the option at least of zero emissions green motoring, which is not something you can find in many high-powered cars like these.

It’s not perfect by any means, but the E53 AMG does have its strengths. Just don’t expect it to go crazy on you, because that is simply not in its character.

Technical Specifications

Mercedes-AMG E53 4Matic+ PHEV

Engine: 3.0-litre in-line 6, turbocharged

Drivetrain: All-Wheel-Drive

Power: 585 bhp

Torque: 750 Nm

Gearbox: 9-speed AMG Speedshift

0-100km/h: 3.8 Seconds

Top Speed: 250 km/h

Fuel Tank Capacity: 60 litres

Fuel Economy: 0.9 litres/100km (claimed)

Price: S$551,888 with COE (accurate at the time of this article)

Photo Credits: Ben Chia (@benchiacars)

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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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However, the automotive landscape is ever-evolving, and Smart has decided to shake things up with the #3 Brabus, a vehicle that ventures boldly into the realm of performance crossovers.

A Bold New Direction

At first glance, the Smart #3 Brabus is a departure from the brand’s traditional design language. This coupe-crossover boasts a sleeker, more aggressive stance, with a design that’s both modern and assertive.

The front fascia is dominated by an LED lightbar and a distinctive grille, while the sloping roofline adds a touch of sportiness to the overall silhouette.

The Brabus enhancements further elevate its visual appeal. Sportier body kits, 20-inch alloys, and subtle Brabus badging hint at the performance potential lurking beneath the surface.

A Blend of Sport and Tech

Step inside the #3 Brabus, and you’re greeted by an interior that marries sportiness with modern technology.

The cabin is adorned with microfibre suede sports seats that provide ample support during spirited drives, while the Alcantara-wrapped steering wheel feels both premium and purposeful.

The red stitching and Brabus logos scattered throughout serve as constant reminders of the vehicle’s performance pedigree.

Dominating the dashboard is a 12.8-inch touchscreen infotainment system, complemented by a 9.2-inch digital driver’s display. The interface is sleek and responsive, offering a plethora of features and customisation options.

However, as with many modern vehicles, the reliance on touch controls for essential functions can be a double-edged sword, being distracting when trying to make adjustments on the move.

Despite its coupe-like silhouette, the rear seats offer commendable legroom and headroom, ensuring that passengers aren’t left feeling cramped.

The 370-litre boot space, while not class-leading, is sufficient for daily errands and weekend getaways.

Electrifying Performance

Under the hood, the Smart #3 Brabus is anything but ‘smart’ in the traditional sense. Equipped with a dual-motor all-wheel-drive system that delivers 422bhp and 543Nm of torque, this pocket rocket rocks the century sprint in just 3.7 seconds.

Driving the #3 Brabus is an experience that borders on the surreal. The instant torque delivery ensures that acceleration is both brutal and relentless. It’s simply addictive, and your brain will need a second or two to catch up in Brabus mode.

However, with great power comes great range compromise. While Smart claims a range of 415km on a full charge, real-world figures are likely to be lower, especially if you frequently indulge in spirited driving.

On the road, the #3 Brabus continues to impress. The suspension setup is firm enough to keep body roll in check during enthusiastic cornering, yet compliant enough to absorb the imperfections of urban roads. However, it’s worth noting that the vehicle’s weight (tipping the scales at 1,910kg) does make its presence felt during aggressive driving.

There’s no real connection through the steering wheel and it can feel artificially weighted, but the #3 still maintains its composure well. You get a low view out the front, akin to a Tesla Model 3, which gives you good visibility of what’s coming up.

My only gripe with the car is the transition between regen and disc brakes. The switch can be quite clumsy, odd given Mercedes’ extensive know-how in this area.

Overall, the car feels like a shaken-up Coca-Cola bottle, just waiting to unleash its torque at any straightaway it comes across.

A Niche Offering With Broad Appeal

The Smart #3 Brabus is a bold statement from a brand that’s clearly intent on redefining its image. It offers blistering performance, head-turning design, and a cabin that’s both sporty and tech-laden.

For those seeking a performance crossover that stands out from the crowd and delivers thrills on demand, the #3 Brabus is a compelling option. And please, do get it in orange.

Technical Specifications

Smart #3 Brabus

Powertrain: Two Electric Motors, All-Wheel Drive
Power: 315kW (422bhp)
Torque: 543Nm
Gearbox: Single-Speed (A)
0-100km/h: 3.7 seconds (claimed)
Top Speed: 180 km/h
Battery Capacity: 66 kWh
Drive Range: 415 km
Energy Consumption: 5.68 km/kWh (claimed)
Price: S$289,000 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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The Porsche Taycan sits in a space that’s neither purely a sports car nor entirely a saloon. It straddles both worlds, doing so with a finesse few cars can match.

And that is why, even after four years on the market, the Taycan is still one of the few electric options that can give you that Porsche driving experience. Assuming, of course, you’ve got the not-so-small fortune needed to bring one home.

To maintain its advantage over the rest of the field, the Taycan has now had its “refresh”.

This isn’t a facelift, mind you.

They’ve left the design largely untouched except for some tweaks to the front air intakes and lights.

Rather, the boffins at Porsche have spent their time in the places that matter; better range, faster charging, and standard air suspension to make your ride smoother.

So, is the cheapest Taycan worth it?

Oh, absolutely. In fact, the entry-level Taycan, despite being the “cheapest,” is a true gem.

The steering is pure Porsche; direct, with that hefty, confident feel that lets you know you’re in control. It’s still quick enough to make overtaking a breeze, and now, with air suspension standard, the Taycan will lower itself at higher speeds to cut drag.

The regenerative braking is impressive too. Most of the stopping power comes from the regen system, which works because the battery can handle massive changes in electrical currents.

Even in the event you need to slam on the brakes, the car responds with serious stopping power.

And the handling?

It’s still a Porsche. The switch from coil-spring suspension to air suspension doesn’t change that. You’ve got double wishbones in the front and a multi-link setup in the back, and the whole system works beautifully together.

The Taycan hugs corners like it was born to do it, with steering that feels precise and predictable. It’s almost uncanny how little body roll there is, which gives you the confidence to push harder out of corners. 

This being a rear-wheel-drive model makes it even more engaging. The traction control is so subtle you barely feel it working.

I’m concerned about comfort.

The air suspension makes a huge difference here. It’s firm, but not uncomfortable, and the low seating position keeps you insulated from the worst of the bumps.

On bigger road imperfections, the ride smooths them out with ease, leaving just a touch of harshness. Get on the highway and the Taycan feels like it’s gliding.

Improved range and charging? Yes, please.

Now we’re talking. The updated battery chemistry, which uses less cobalt, is more energy-dense and can charge faster.

The 89kWh battery can accept up to 270kW of power, so if you’re lucky enough to find a quick enough charger, you can plug in and out in the same amount of time you can grab a coffee.

Another big improvement is the battery’s ability to accept high charge current even at lower temperatures. So, you won’t need to spend as much energy preconditioning the battery before a charging stop.

Porsche claims the new base Taycan can do up to 566km. We did not have enough time to drain its entire battery, but quick readings provided an average of 4.2km/kWh. Either way, it’s a solid step up from where the Taycan started.

Cabin comforts

Drop into the Taycan and you’ll immediately feel the Porsche DNA, solid and reassuring, wrapped in a layer of next-gen tech. 

And speaking of tech, you’ve got more screens than a multiplex. The curved instrument display in front of the driver is packed with useful information about battery status, temperature, and potential charge speed, depending on how hot (or cool) things are running. 

The tips of this curved display are even tiny touchscreens, giving you quick access to controls like lights, suspension settings, and ESP. Fingerprints magnets though.

The central houses two displays, one for your infotainment and one that handles climate controls. This screen also doubles as a touchpad for the one above it. Yes, a touchscreen to control another touchscreen. 

Open your wallet further and you can spec a passenger display up front, a head-up display, and even screens on the back of the front headrests for rear-seat entertainment. It’s a veritable display bonanza in here.

Seating in the back follows suit with the front. You’ve got two contoured seats that are snug, leaving an awkward mini-perch for an unfortunate third passenger.

Porsche provided cutouts in the battery for rear passengers’ feet to slip under the front seats, and headroom is just enough for most adults.

407 litres of cargo room is decent for a weekend golf game, and the frunk gives you an extra 84 litres.

Base is best

The Porsche Taycan’s first major refresh is all about refining efficiency, and rightly so, because pretty much everything else was already top-notch. 

It’s a package that’s hard to resist, and if you were ever considering the Taycan, there’s never been a better time to take the plunge.

Technical Specifications

Porsche Taycan Electric

Engine: Single Electric Motor
Drivetrain: Rear-Wheel Drive
Power: 300 kW (402 bhp)
Torque: 410 Nm
Gearbox: Single-Speed (A)
0-100km/h: 4.8 seconds (claimed)
Top Speed: 230 km/h
Battery Capacity: 89 kWh
Drive Range: 566 km
Energy Consumption: 4 km/kWh (claimed)
Price: S$392,007 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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This is the first all-electric roadster at (relatively) mainstream prices, and a bold attempt to bring sportiness back to the MG badge.

For those who remember MG’s past, this is a full-circle moment. The brand’s history is deeply intertwined with small, affordable sports cars – the MG B, the MGF, and a handful of feisty Rover-based hatchbacks.

But in the decades that followed, MG was reduced to a purveyor of budget-friendly SUVs, with performance cars left by the wayside. Now, to mark 100 years of MG in 2024, the Cyberster arrives as a statement of intent, a chance for MG to reclaim its identity as a maker of genuinely exciting cars.  

A Proper Electric Roadster

The MG Cyberster does not come cheap, but neither does anything in this category. And if you are expecting ludicrous acceleration that pins you into the seat, you are looking in the wrong place. 

Still, this dual-motor variant produces 536bhp and 725Nm, rocking a century sprint time of 3.2 seconds.  

The good news is that MG has taken the performance side of things seriously. The Cyberster comes with Brembo four-piston brakes, Pirelli P Zero tyres, and a sophisticated double-wishbone front and multi-link rear suspension setup.

A GT Rather Than A Sports Car

Despite its aggressive styling and strong performance figures, the Cyberster is not an out-and-out sports car. It is more of a grand tourer, something to enjoy on sweeping roads with the roof down, rather than a track-day weapon.  

At 1,985kg, it is not a lightweight roadster. As a result, it does not change direction with the same razor-sharp precision as a Boxster. The ride is on the softer side, which is great for long-distance cruising, but means the body can feel a little unsettled when pushing hard on a twisty road.

The steering is well-weighted, but not particularly communicative. It feels more secure but also more muted, with less of the traditional roadster involvement.

MG claims 443km, but because every drive might become a spirited drive, the Cyberster managed just 23.2kWh/100km. A more relaxed highway drive saw efficiency improve to 20.1kWh/100km, which is a more realistic indication of real-world usability.  

For those considering daily driving and long-distance trips, charging speeds will be important. The Cyberster supports up to 150kW DC fast charging, meaning a 10-80% charge takes just under 40 minutes. Again, not class-leading, but adequate for most owners. 

A Statement Piece, Inside And Out

Let’s address the obvious, the Cyberster looks fantastic. The long, low proportions, the aggressive front end, and those scissor doors make it impossible to ignore. This is a car that demands attention, and MG knows it.

The roof mechanism is beautifully executed, folding away electronically in just a few seconds. With the roof up, the Cyberster looks taut and aggressive. With it down, the design is even more striking.

Inside, MG has gone for maximum theatre. There are four screens, reminiscent of a cockpit, and a conventional steering wheel that feels like it was lifted from an AMG or a BMW M car.

The paddle shifters do not control gears (this is a single-speed EV), but instead let you toggle between regenerative braking modes and drive settings.

For those wanting a bit more drama, the bright red Super Sport button on the steering wheel unleashes Track Mode and Launch Control.

This means an instant wall of torque that flings you forward with a healthy dose of wheelspin if the surface is damp.   

Living With The Cyberster

On expressways, the Cyberster is a refined and comfortable companion. Wind and road noise are well controlled, even with the fabric roof up. The Bose sound system is excellent, and the tech-laden cabin makes long-distance driving a pleasure.

That said, the car has its quirks. The active safety systems can be overly intrusive, with constant alerts that sometimes feel unnecessary. The collision detection system is particularly sensitive, chiming in just as you carry a bit more speed into a corner.

The scissor doors, while undeniably cool, require some caution. They feature sensors to prevent accidental face-bashing, but you will need to take a step back when opening them.

Also, if it has been raining, prepare for a surprise puddle on your seats.

Boot space is a modest 249 litres, which is better than a Mercedes SL but slightly less than a Porsche Boxster or BMW Z4.  

Stylish And Feel-Good

The MG Cyberster is a statement car, one that finally makes MG feel cool again. It is stunning to look at, fun to drive, and packed with character.  

It is not a hardcore sports car, but it does not need to be. Instead, it delivers a unique blend of electric performance, grand touring comfort, and head-turning style.  

It may not change the world overnight, but it proves that electric cars can still be exciting, emotional, and fun. And for MG, that is a very big deal.

Technical Specifications

MG Cyberster AWD

Engine: Dual Electric Motor
Powertrain: All-Wheel Drive
Power: 400 kW (536 bhp)
Torque: 725 Nm
Gearbox: Single-Speed (A)
0-100km/h: 3.2 seconds (claimed)
Top Speed: 200 km/h
Battery Capacity: 77 kWh
Drive Range: 443 km (claimed)
Energy Consumption: 19.1 kWh/100km (claimed)
Price: S$323,888 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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The Mercedes-AMG CLE 53 exudes an unmistakable presence. It’s the kind of car that makes you stop mid-stride and do a double-take.

With its AMG badge, it carries an expectation of performance, but this isn’t a full-fat 63. Instead, the CLE53 finds its sweet spot somewhere between outright aggression and refined composure, a balancing act that promises a lot on paper.

A Coupe On A Protein Diet

The CLE53 begins life as the standard CLE coupe. Then it gets a dose of AMG steroids. Wider tracks (58mm in the front and a beefy 75mm at the rear) necessitate muscular arches to house those chunky 295-section rear tyres.

The result is a stance that harks back to the C63 AMG Coupe of old, but with a modern flair.  

Optional matte paints and blackline trims only add to the visual drama. It looks ready to pounce even when it’s standing still, a quality that few cars truly master.

With A V8 Shorn Of Its Glory

Let’s get this out of the way – no, there’s no V8 under the bonnet. Instead, you’ll find a 3.0-litre turbocharged inline-six paired with a mild-hybrid system.

While that’s a mouthful, the specs are respectable: 429bhp, 520Nm of torque, and an additional 22bhp from the electric motor for short bursts.

It’s an engine we’ve seen across the Mercedes lineup, tuned here to fit AMG’s vision. Mercedes claims a century sprint of 4.2 seconds.

There Is Calm Amidst The Chaos

The beauty of the CLE 53 lies in its adaptability. Around town, it’s a serene cruiser. The engine purrs quietly, and the cabin remains an oasis of calm.

It’s everything you’d want from a Mercedes coupe: refined, elegant, and comfortable.

But dial up the drive mode, and the beast awakens. The steering tightens, the suspension stiffens, and the engine note deepens.

Changes to the steel springs’ rates, damper loads and chassis kinematics have all been designed to sharpen responses, deliver more feedback and offer more control.

On winding roads, the CLE53 showcases confidence-inspiring grip. Yet, it never felt too eager or twitchy, maintaining a sense of control that encourages you to push harder.

But There’s Still The Ghost Of AMG Past

Where the CLE 53 struggles most is in its attempts to emulate the ferocity and visceral thrill of its V8 ancestors. Gone is the deep rumble that would stir your soul as you blip the throttle. Instead, the CLE53 offers a smooth, somewhat muted soundtrack. Functional, but far from evocative.

Despite power delivery lacking the necessary drama, the mid-range torque is sufficient for spirited driving. On tighter, twistier roads, the CLE 53 feels more at home. The rear-wheel steering system helps shrink the car’s footprint, allowing for sharper turn-ins and a livelier rear end.

However, on open roads, its 2,000kg kerb weight becomes apparent. It handles confidently but without the nimbleness or raw feedback of, say, a BMW M4.

At Least The Cabin’s Nice

Carbon fibre accents galore on the inside, alongside a flat-bottomed steering wheel, and luxurious leather appointments. The cabin tech is robust, featuring the latest MBUX system, though the myriad of options can feel overwhelming. You can even configure the instrument display to an uninterpretable mess if you wish.

The optional AMG sports seats look and feel the part, and rear passengers are quite comfortable too… if they don’t have legs.

A Coupe For Every Occasion

The Mercedes-AMG CLE53 isn’t trying to be a one-trick pony. It’s a car designed to cater to a wide audience, from those seeking comfort and luxury to drivers craving a taste of AMG performance.

Whether you’re cruising along the highway or carving up mountain roads, the CLE53 adapts to your mood.

Is it perfect? Not quite. But at least Mercedes is on the right path.

Technical Specifications

Mercedes-AMG CLE53 Coupe

Engine: 3-litre 6-cylinder in-line, Turbocharged
Drivetrain: All-Wheel Drive
Power: 330 kW (443 bhp)
Torque: 560 Nm
Gearbox: 9-speed AMG Speedshift TCT (A)
0-100km/h: 4.2 seconds (claimed)
Top Speed: 250 km/h
Fuel Economy: 9.9 km/litre (claimed)
Price: S$460,888 (Avantgarde)

Photo Credits: Sean Loo (@auto.driven)

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But this isn’t a wise guy from Jersey, but rather Maserati’s first all-electric SUV. ‘Grecale’ refers to a north-eastern Mediterranean wind, and ‘Folgore’? That’s lightning. Fitting, considering this near-2.5-tonne Italian stallion can rocket to 100km/h in just 4.1 seconds.

But don’t let the poetry of the name fool you. The Grecale Folgore is a serious proposition for Maserati, the start of a high-voltage handshake to the future.

Familiar Face, Very Different Heart

At first glance, the Folgore doesn’t scream “EV”, and that’s entirely intentional. Instead of blank grilles and novelty lighting signatures, the Folgore retains the regal elegance of its ICE siblings, albeit with the faintest flicker of copper trim to mark its electric bloodline.

Look closely and you’ll spot subtle tweaks: filled-in front wing vents now glow with LEDs, and the front grille features fewer air openings.

It’s 4.8 metres long, stands 1.6m tall, and has a near-three-metre wheelbase, which translates to a cabin roomy enough for your average basketball forward. Boot space stands at 535 litres.

Up on the flight deck, you still get a Maserati clock – now digital, with changeable faces for g-force, direction, throttle pressure and more. It’s flanked by twin touchscreens (12.3in above, 8.8in below) and a crisp digital instrument cluster.

Infotainment, though, is a mixed bag. The upper touchscreen is sharp and intuitive. The lower climate screen, however, feels like overkill with the array of functions available, and occasionally lagged during our drive.

The driving position sits at a sweet spot between commanding SUV and low-slung GT. The steering wheel is satisfyingly chunky, with cruise and infotainment controls at your thumbs, and a drive selector on the lower spoke. Physical door handles are out; in their place is a soft-touch button system.

Cabin materials are typically premium; leather comes standard, but for the eco-minded, there’s also Econyl, a material spun from recycled fishing nets.

Electric, Not Generic

Push the blue-lit starter button and instead of a barky V6, you’re greeted with a deep, digital hum. It’s not the soul-stirring song of a Ferrari-derived V8, but it sets the tone.

With 550bhp and 820Nm from twin motors, performance is brisk, not ludicrous. Maserati clearly tuned the Grecale for smoothness over savagery. It’s quick enough to surprise unsuspecting hot hatches, but it delivers that speed with a waft, not a wallop.

Built on a heavily reworked version of the Giorgio platform, the Grecale Folgore benefits from adaptive air suspension, multi-link rear geometry and electromagnetic damping. In GT mode, it feels composed, absorbing bumps, ironing out undulations, and masking its bulk with real grace… if you are travelling at modest speeds.

The soft suspension makes the car squat hard when presented with too much power, resulting in the front wheels lifting off and being unable to provide traction. 

This effect is lessened in Sport mode, but the car still feels too soft considering the amount of power it can churn out.

Off-Road mode lifts the car and softens the springs for trail use, or more realistically, navigating multi-storey car park ramps without scraping the splitter. Max Range mode, predictably, dials everything back to preserve electrons.

Steering is progressive and nicely weighted. The braking system is functional but lacks finesse, with regen blending into mechanical stopping in a slightly clumsy fashion. Over-sized regen paddles let you adjust on the fly, and yes, one-pedal driving is available. Relying on a comfortable regen setting and coasting to a stop would provide the best ride for your occupants.

Compared to the ICE Grecale?

If you swapped the Folgore badge for a Trofeo one and turned up the synthetic engine noise, you’d struggle to tell the difference. And that’s the point. Maserati wants this to feel like a Maserati, not an electric experiment. Laminated glass, extra bushings, and extensive sound insulation help it whisper along, even at motorway speeds. It’s quiet, polished, and despite its size, feels nimble enough in daily use.

The 105kWh battery is good for 501 kilometres according to Maserati, but we’d bank on around 390-400 kilometres in real-world conditions. The battery does support up to 205kW DC charging too, which futureproofs the car for the foreseeable future.

A Whisper Of The Old World

The Maserati Grecale Folgore isn’t the quickest, lightest, or most tech-forward electric SUV. It’s not chasing headlines or TikTok drag races. Instead, it’s targeting a more discerning audience, those who want elegance over excess.

Sure, the Porsche Macan EV will likely outrun it. The BMW iX will dazzle with tech. The Lotus Eletre might just dance around it in the bends. But the Maserati? It delivers a different, soulful kind of drama.

Maserati has resisted the urge to scream its electric credentials from the rooftops, instead choosing to craft an EV that feels and drives like it belongs. And in a world of cookie-cutter electric SUVs, that counts for more than ever.

Technical Specifications

Maserati Grecale Folgore

Powertrain: Dual Electric Motors, All-Wheel Drive
Power: 410 kW (550 bhp)
Torque: 820 Nm
Gearbox: Single-Speed (A)
Acceleration: 4.1 Seconds (0-100km/h)
Top Speed: 220 km/h
Battery Capacity: 105 kWh
Drive Range: 501 km
Energy Consumption: 3.6 km/kWh (claimed)
Price: S$438,800 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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When Ferrari unveiled its first-ever SUV, or as they insist, NOT an SUV, the automotive world collectively gasped.

The Ferrari Purosangue, which loosely translates to “thoroughbred,” is Ferrari’s bold declaration that it can blend practicality with its trademark DNA of speed, performance, and unapologetic flair. 

Big shoes to fill then. No pressure.

What Exactly Is It?

The Purosangue isn’t just a four-door, four-seat, four-wheel-drive luxury vehicle with a convenient monstrous 6.5-litre V12 under the hood. This is Ferrari’s attempt to carve out a new genre entirely.

While brands like Lamborghini and Aston Martin have already muscled into the SUV arena with the Urus and DBX 707, Ferrari has arrived at the table with a different recipe: don’t compromise on being Ferrari.

It’s as if the engineers were handed the brief: “Build something like an SUV, but make it sportier than the rest.” And boy, did they take it seriously.

More Horse, Less Wagon

From the moment you lay eyes on the Purosangue, it’s clear this feels different. 

Yes, it’s tall and spacious, but Ferrari has ensured it feels more like a stretched-out sports car.

The V12 engine sits so far back in the bay that two of its cylinders might as well warm your knees, delivering a proper front-mid-engine balance.

Producing 715bhp, it launches the Purosangue from 0 to 100km/h in just 3.3 seconds and pushes it to a top speed of 310km/h. Not bad for something that also has a 473-litre boot.

The powertrain is no different; it’s quintessentially Ferrari: a rear-biased four-wheel-drive system borrowed from the GTC4Lusso, complete with an 8-speed gearbox at the back.

A Ferrari Through and Through

Most SUVs rely on brute force and clever electronics to manage their heft, but the Purosangue feels nimble, alive, and wonderfully rear-wheel-drive most of the time. 

The steering is razor-sharp, and the V12 sings a symphony that’ll make any car enthusiast’s heart race. Unlike its rivals, the Purosangue doesn’t pretend to be an off-roader either. The four-wheel-drive system is a helper, not a star player. 

Mud-plugging? Forget it. This Ferrari is happiest tearing through winding roads, its poise and agility more reminiscent of a sports coupe than a tall family hauler.

Its weight gives you confidence, reminding you there’s nearly 2,200kg of Ferrari brilliance under you. It’s engaging without being overwhelming, striking a harmonious balance between precision and practicality.

What’s Underneath the Magic Carpet Ride?

Now, I know suspension talk isn’t the sexiest topic, but stick with me here. The Purosangue’s TrueActive Spool Valve (TASV) suspension is the stuff of engineering geeks’ dreams.

A system where each wheel has its own electric motor, gearbox, and control module. It’s like having a psychic butler for every corner of the car.  

Gone are the traditional anti-roll bars; Ferrari’s active suspension system handles everything. I couldn’t push the car much in the rain, but the ride is as smooth as a silk scarf in a Ferrari commercial.   

May I Ask About Fuel Economy?

Let’s not kid ourselves. The V12’s hunger for fuel is legendary. A 100-litre tank might sound generous, but when you’re averaging “Ferrari-level” speeds, you’ll be lucky to eke out 400km. 

But hey, if you’re shopping for a Ferrari, fuel economy probably isn’t at the top of your checklist.

Not Just For The Race Track

Despite its sporting prowess, the Ferrari Purosangue proves it can handle everyday life too.

The 473-litre boot may not rival a Land Rover’s, but it’s more than enough for a weekend getaway or a few designer shopping bags.

The rear-hinged doors add a touch of theatre every time you let someone in. Once inside, the rear seats offer more space than you’d expect, though the cabin does feel a bit shadowy thanks to limited natural light.

But what it lacks in brightness, it makes up for in quality. From the stitching to the materials, everything feels expensive and impeccably crafted.  

It’s The Little Things That Matter

Best part is, unlike other luxury cocoons, this is a car that invites you to drive, to feel, and to connect with the road in ways no other SUV can.  

That said, there are quirks. Ferrari isn’t shy about making passengers feel like co-pilots. In the Purosangue, the front passenger gets their own screen (no extra charge, mind you) to fiddle with while the driver focuses on taming the V12.

The setup looks sleek, minimalist even, thanks to a lack of physical buttons. But as the saying goes, beauty is only skin deep. The new user interface leans heavily on haptic controls, which sound futuristic but quickly veer into frustration territory.

For example, the driver’s information screen is controlled by a swipeable pad on the steering wheel. It’s fine when stationary, but once you’re on the move, trying to configure it feels like attempting surgery during turbulence.

And then there’s the central rotary knob, Ferrari’s answer to controlling everything from climate to drive modes. Tap the top to make it rise up. Tap again to select a function. Rotate to adjust.

Sounds simple enough, right? In practice, it’s fiddly, especially when you’re hurtling down a highway.  

Even starting the car is now a haptic experience. Yes, the glorious V12 roars to life at the push of a pad rather than the satisfying click of a button. It’s a minor detail, but when you’re piloting a Ferrari, shouldn’t firing up the engine feel a bit more… tactile?  

Minor gripes, though, when you consider what the Purosangue achieves. 

How Does It Compare to Rivals?

If we’re talking about outright numbers, the Lamborghini Urus and DBX 707 can hold their own. They’re just as quick, arguably more spacious, and much cheaper. But what they can’t match is the Purosangue’s soul. The purity of its V12 engine, the uncanny balance of its chassis, and the sheer thrill of driving it are leagues ahead.  

And while the Rolls-Royce Cullinan might rival it in price, the two are worlds apart. The Cullinan is about comfort and extravagance, whereas the Purosangue is all about delivering a raw, unfiltered Ferrari experience.

The Ferrari You Can Drive Every Day

The Ferrari Purosangue is a bonefide Ferrari that just so happens to be practical. By leaning heavily into its brand identity, Ferrari has created something that stands apart from its rivals. It’s not just a lifted sports car or a re-badged SUV, but rather a genuine daily Ferrari, with all the thrills that come with that badge.

For Ferrari purists, it’s proof that practicality doesn’t mean sacrificing passion. For everyone else? It’s a glimpse into what happens when you take an SUV and give it a soul.

Yes, it’s expensive, indulgent, and slightly impractical, but isn’t that what Ferrari is all about? A thoroughbred in every sense of the word.

Technical Specifications

Ferrari Purosangue

Engine: 6.5-Litre V12
Drivetrain: All-Wheel Drive
Power: 715 bhp
Torque: 716 Nm
Gearbox: 8-speed (A) F1 DCT
0-100km/h: 3.3 seconds (claimed)
Top Speed: 310 km/h
Fuel Economy: 5.8 km/L (claimed)
Price: S$2,214,492 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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