For the first time since 1962, a Bentley sedan adopts a single-headlamp arrangement, bringing the Flying Spur into line with the latest Continental GT family.

The front is now cleaner and more modern, while still retaining the unmistakable Bentley presence that has defined the model for generations.

The radiator grille has been integrated more seamlessly into the front bumper, while the traditional wing vent detail has been replaced with a smoother front wing design.

At the rear, Bentley has introduced a redesigned boot lid, new lamp signatures and a body-coloured number plate surround, creating a more cohesive appearance. New 22-inch wheel finishes complete the updates.

While the standard Flying Spur continues to prioritise refinement and luxury, Bentley has once again catered to customers who enjoy taking the wheel themselves.

The Flying Spur S returns to the range as the most powerful S-badged Flying Spur ever produced.

Powered by Bentley’s High Performance Hybrid powertrain, it develops 680PS and 930Nm of torque, nearly 20 per cent more power than the previous Flying Spur S. The result is a 0-100km/h sprint of just 3.7 seconds and a top speed of 307km/h.

The Flying Spur S also gains Bentley’s Performance Active Chassis, previously reserved for Speed and Mulliner models.

This sophisticated setup combines Active All-Wheel Drive, torque vectoring, twin-valve dampers, Bentley Dynamic Ride active anti-roll technology and, for the first time on a Flying Spur S, an electronic limited-slip differential.

Visually, the S model distinguishes itself through Bentley’s Blackline Specification, featuring gloss black grille elements, black Bentley badging, dark-tinted lighting elements and sports exhaust finishers.

It is a more purposeful interpretation of the Flying Spur, aimed squarely at those who appreciate performance as much as luxury.

Performance may grab headlines, but craftsmanship remains the cornerstone of every Bentley.

Inside, customers can now choose from five different seat styles, each requiring around 12 hours of handcraftsmanship. Available with fluted or advanced quilted inserts, the seats showcase the attention to detail that continues to define Bentley’s interiors.

Bentley has also expanded the availability of its Virtuoso Collection, previously reserved for the brand’s most exclusive models.

The collection combines carefully selected materials, bespoke embroidery and Champagne Gold detailing inspired by fine musical craftsmanship.

Available in three themes (Soprano, Tenor and Bass), the collection ranges from bright and elegant interiors to darker, more dramatic configurations.

Champagne Gold accents extend throughout the cabin and exterior, appearing on badges, exhaust finishers and even the vehicle key itself.

A new exterior paint finish called Dark Teal also joins the palette. The sophisticated blue-green metallic shade adds another layer of personalisation for customers seeking something distinctive yet understated.

One of the more intriguing additions to the Flying Spur range is aimed not at drivers, but at music lovers.

Originally developed for the coachbuilt Bentley Batur, the Naim for Mulliner audio system now becomes available through the Virtuoso Collection.

The system features 21 speakers and incorporates technology derived from Focal’s flagship Grand Utopia loudspeakers, including patented ‘M’ cone designs for enhanced rigidity, detail and sound dispersion.

As production prepares to begin at Bentley’s home in Crewe, the latest Flying Spur continues a tradition that stretches back decades: combining grand touring comfort with remarkable performance in a package that remains unmistakably Bentley.

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It’s called the Luce, and whether you like the idea or not, it represents one of the biggest moments in Ferrari’s modern history.

Not because it’s another fast Ferrari. Maranello has been building those for decades. This is significant because it asks a question that enthusiasts have been arguing about ever since electrification became inevitable.

Well, here it is.

Can a Ferrari still feel like a Ferrari without an engine? Ferrari certainly seems to think so.

Unveiled in Rome, the Luce is not being positioned as a replacement for Ferrari’s V8s, V12s, or hybrid models. Instead, it as an expansion of the range and part of a broader multi-energy strategy. In other words, if you still want a screaming naturally aspirated V12, Ferrari isn’t taking it away from you. At least not yet.

What the Luce does introduce, however, is something entirely new.

Built on a dedicated electric platform, the Luce is powered by four electric motors producing a combined 1,050cv. That translates into a claimed 0-100km/h sprint of 2.5 seconds, a top speed exceeding 310km/h, and a driving range of more than 530 kilometres.

Those numbers are suitably ridiculous, but then again, this is Ferrari. If the company launched a car that wasn’t obscenely quick, we’d probably be more surprised.

Unlike many manufacturers that source large portions of their electric drivetrains from suppliers, Ferrari has developed the key components itself.

The motors, battery pack, control systems and software have all been engineered in-house, resulting in more than 60 patents associated with the project.

The design is equally unconventional.

Rather than relying solely on Ferrari’s own design studio, the company partnered with LoveFrom, the creative collective founded by Sir Jony Ive and Marc Newson. The result is a car that looks unlike any Ferrari before it.

There are four doors. Five seats. A huge glasshouse. And enough interior space to make a Purosangue owner raise an eyebrow.

If that sounds sacrilegious, remember that people said similar things about the FF, the GTC4Lusso and, more recently, the Purosangue. Ferrari has a habit of upsetting purists before quietly proving them wrong.

Perhaps the most interesting challenge wasn’t performance or design, but sound.

After all, Ferraris are supposed to sound magnificent. It’s part of the experience. Nobody hangs a poster of a Ferrari on their bedroom wall because of its charging speed.

Rather than creating an artificial soundtrack piped through speakers, the company has developed a system that amplifies the natural mechanical sounds generated by the electric motors and drivetrain.

The idea is not to imitate a V12, but to create a new acoustic identity that remains authentic to the machine underneath. Whether that succeeds in practice remains to be seen.

What cannot be denied is the sheer ambition of the project. Ferrari could have built an electric car that simply followed the industry trend. Instead, it appears to have approached the challenge the same way it approaches everything else: by attempting to do it differently from everyone else.

As Ferrari Chairman John Elkann put it, “With Ferrari Luce, we are once again redefining the limits of what is possible.”

Because love it or hate it, the Luce isn’t just Ferrari’s first electric car. It may well be the most important Ferrari launched this decade.

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The showcase was hosted in collaboration with Wearnes Automotive, marking another step in Zenvo’s global expansion efforts ahead of the model’s production launch.

While the Republic remains one of the world’s most challenging markets in which to own a car, it also boasts a highly knowledgeable community of collectors and enthusiasts with an appreciation for rare and exclusive machinery.

The Singapore event forms part of Zenvo’s broader international engagement programme.

The company has already showcased the Aurora in key markets including Montreal, Nashville and New York, as it continues introducing the hypercar to prospective customers around the world ahead of production.

“Singapore is an important market for Zenvo, with a highly knowledgeable community of collectors and enthusiasts who appreciate rare, highly engineered automobiles. We are pleased to introduce Aurora here with the support of Wearnes Automotive, whose reputation, experience, and understanding of the luxury automotive customer make them a natural partner for this preview.”

Jens Sverdrup, Executive Chairman of Zenvo Automotive

At the heart of the Aurora is a newly developed 6.6-litre quad-turbocharged V12 engine, developed in partnership with MAHLE Powertrain. The powerplant produces 1,250bhp on its own and revs to an impressive 9,800rpm. Working alongside a lightweight triple electric motor system, total output rises to as much as 1,850bhp.

The Aurora will be offered in two distinct variants. The Agil is the lighter, more track-focused interpretation, delivering 1,450bhp while remaining road legal.

Buyers seeking a more grand touring experience can opt for the Tur, which develops the full 1,850bhp and is designed to combine outright performance with long-distance usability.

“For 120 years, Wearnes has represented premium and luxury automotive marques in Singapore and across Asia. We are proud to support Zenvo Automotive as Aurora is introduced to Singapore.”

Sebastian Tan, General Manager of Wearnes Automotive

Like all Zenvo models, the Aurora will be designed, engineered, and hand-assembled in Denmark. Production will be strictly limited, with only 100 examples planned globally. First customer deliveries are expected in the second half of 2027.

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The all-new Porsche 911 Turbo S has arrived in Singapore, following an event held at an exclusive villa, which Porsche Singapore dubbed the House of Turbo, at Raffles Sentosa Singapore on 21 May.

The latest 911 Turbo S is the most powerful production Porsche 911 ever, featuring a 3.6-litre flat-six engine paired with Porsche’s T-Hybrid technology and incorporating two turbos.

This gives the car a total power output of a staggering 711bhp and 800Nm of torque, allowing it to rocket from 0-100km/h in just 2.5 seconds, 0-200km/h in 8.4 seconds, and go on to a top speed of 322km/h.

The T-Hybrid technology, which was first seen in the 911 Carrera GTS, has been boosted by 60bhp in the Turbo S. But it also bolsters the car’s performance in other ways too, with the dual eTurbos offering enhanced responsiveness by delivering near-instant power delivery on tap.

Other performance upgrades include 325/30 ZR 21 tyres at the rear, which are 10mm wider than the outgoing Turbo S model, as well as the upgraded Porsche Ceramic Composite Brakes (PCCB), which gets new pads and bigger 420mm rotors in front and 410mm rotors at the rear, making them the largest ever fitted on a two-door Porsche.

There is also the new electro-hydraulically controlled Porsche Dynamic Chassis Control (ehPDCC), which minimises roll and sharpens handling agility when cornering.

At the same time, it also improves driving comfort, thanks to its advanced cross-connected, active coupling rods that helps to keep the car balanced and predictable.

Externally, the 911 Turbo S features a whole host of aerodynamic features designed to optimise performance.

These include the active cooling air flaps on either side of the front bumper, an active front diffuser with a retractable front spoiler lip, as well as the classic adjustable rear wing spoiler, all of which help to offer the desired amount of drag or lift depending on what the driver requires.

Porsche calls the 911 Turbo S a ‘Swiss Army knife’, capable of delivering extreme track performance, long distance driving comfort, and everyday usability. The latest version is priced at $1,273,088 without COE, but just five units have been allocated to Singapore, all of which have already been spoken for.

Story by: Ben Chia

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Audi has taken its smallest RS model and given it a nip, a tuck, and a dash of Nürburgring black magic.

It’s still the same four-door hooligan we’ve grown to love, but now it’s angrier, pointier, and, dare I say, finally embracing its inner madman while still remembering to say “please” and “thank you” at the lights.

Facelift, Not a Face-Off

From a distance, you’d be forgiven for thinking not much has changed. The oval exhausts are still there like twin howitzers tucked neatly under its rear, and the silhouette is as taut as ever. 

Audi fiddled with the front and rear bumpers, introduced more gloss black than a K-pop comeback stage, and sharpened the lights to give it an even more aggressive snarl. There’s even a central vertical reflector now, which Audi claims is part of the new “RS DNA”. Presumably, that DNA also enjoys setting lap records.

City Slicker, Country Brawler

Around town, the RS3 is remarkably well-mannered. In Comfort mode, the adaptive suspension soaks up bumps with the sort of grace that belies its 3.8-second century sprint time.

Yes, it’s firm. Yes, it reminds you that it’s wearing sporty boots. But it never feels punishing. In fact, it’s arguably more composed than some mass-market hatches.

Out of town, though, is where it flips the switch. The Jekyll-and-Hyde transformation is immediate;  flick it into Dynamic or RS Performance mode and the RS3 becomes delightfully unhinged.

Steering sharpens, the quattro system tightens its grip, and the engine, that glorious five-pot, sings a battle hymn straight from Ingolstadt’s playbook.

The Engine That Time Forgot

Audi’s 2.5-litre turbocharged five-cylinder is a masterpiece. It doesn’t roar so much as it howls a rasping, layered growl that feels alive in your hands. There’s character here, the kind of mechanical theatre you don’t get with four-cylinder rivals. The AMG A45 S might be faster on paper, but the RS3 feels like it’s working with you, not just beneath you.

Sure, the seven-speed S tronic can be caught napping if you surprise it. But take control with the paddles, and it responds like a well-trained sparring partner.

The torque is relentless. The confidence, reassuring. And the soundtrack? Spine-tingling.

The RS3 also comes with a torque splitter. It sounds like a Marvel villain, but it’s actually the secret sauce behind the RS3’s newfound agility. Essentially, it allows the rear axle to individually control torque to either wheel, meaning you can shift up to 50% of power side to side. Less understeer, more tail-wagging fun.

Audi’s even fitted a drift mode. In the pre-facelift RS3, this was more novelty than necessity. Now, however, the system feels more intuitive, more natural. You can coax the rear end out without summoning a flash flood of warning lights. It’s still a compact saloon, but it dances with the confidence of something wearing Italian shoes.

Grown-Up Goth

Step inside, and the RS3’s interior is largely business as usual, with a few helpful upgrades. The 12.3-inch Virtual Cockpit remains the digital pièce de résistance, now offering torque split readouts, g-meters, and enough telemetry to rival an F1 garage.

Audi’s infotainment interface, while still neat and responsive, is starting to feel its age. The 10.1-inch screen does its job, but it won’t make your passenger gasp. Still, Apple CarPlay and Android Auto are standard, and thankfully, Audi’s kept the physical climate controls, proof they haven’t completely lost the plot.

Materials are plush, as expected. Nappa leather comes standard, with an option for eco-conscious Dinamica microfibre or full RS bucket seats if you feel like pretending every drive is a qualifying lap.

Rear passenger space is neither palatial nor pinched. Boot space takes a 50-litre hit compared to the previous generation thanks to the torque splitter hardware, but unless you’re planning a trip to IKEA or smuggling home gym equipment, the 282 litres in the Sportback should do just fine.

Mad, But Methodical

The 2025 Audi RS3 is a car that’s finally found peace with its identity. It no longer tries to out-AMG the AMG, nor does it pretend to be a BMW M2 with four doors. It’s its own thing now, a blend of surgical German precision and just the right splash of lunacy.

It’s fast. It’s sharp. It’s clever. And most importantly, it’s fun. A confident, capable compact warrior with a soundtrack to match. More of this, please, Audi.

Technical Specifications

Audi RS3

Engine: 2.5-litre in-line 5, Turbocharged
Drivetrain: All-Wheel Drive
Power: 394 bhp
Torque: 500 Nm
Gearbox: 7-Speed S Tronic
0-100km/h: 3.8 seconds (claimed)
Top Speed: 250 km/h
Fuel Tank Capacity: 55 litres 
Fuel Economy: 10.2 km/litre (claimed)
Price: S$400,999 with COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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This is, after all, the direct heir to the 812 Superfast and F12 Berlinetta, a front-engined Grand Tourer that traces its DNA back to a time when Enzo himself was still charming royalty into buying road cars to bankroll his racing ambitions.

He once said, “The 12-cylinder will always be the original Ferrari.” This, then, is no derivation. It’s doctrine. But before you dismiss it as more of the same, let me stop you right there.

The New Classic

The formula is familiar; long bonnet, rear-driven, naturally aspirated V12. But this one’s brewed differently. It’s not just an apex predator on the autostrada, but a more considered, cultured animal.

Ferrari says the 12Cilindri offers a wider “bandwidth” where comfort and design play as large a role as outright savagery. That said, its looks might stir a debate or three.

Designed under the watchful eye of Flavio Manzoni, the 12Cilindri blends geometry with nostalgia. The horizontal blade-like nose is a cheeky nod to the Daytona 365 GTB/4, while the rear, with its delta-shaped glass, active aero flaps, and oblong exhausts, is… complex. If the front is Michelangelo, the rear’s a little bit Picasso.

But like many great Ferraris, photos don’t do it justice. In person, it exudes a kind of unapologetic confidence. And when the colossal front clamshell (or cofango, if you’re fancy) tilts forward to reveal that glorious V12, it’s more a Renaissance fresco.

Still Gloriously Unplugged

819bhp. 9,500rpm redline. 0-100km/h in 2.9 seconds. And no hybrid. No turbos. No electric afterthoughts. Just pure, mechanical theatre.

The V12 is largely inherited from the 812 Competizione, albeit with lighter pistons, titanium conrods, and an even livelier crankshaft. And despite all the emissions constraints Ferrari now has to dance around, it still sounds like thunder whispering through a cathedral.

Variable torque mapping ensures that even in third and fourth gear, the engine delivers a deep, satisfying shove without being needlessly brutish. And with 80 per cent of torque on tap from just 2,500rpm, it’s shockingly tractable.

At 90km/h in eighth gear, it’s barely ticking over at 1,600rpm. Silky smooth, like sipping wine on a Sunday afternoon.

The Chassis That Dances

Ferrari didn’t stop at the powerplant. The chassis is all-new, 15 per cent stiffer, and more recyclable than before thanks to fewer castings and clever metallurgy. The wheelbase is 20mm shorter than the 812’s, and NVH levels have been given the spa treatment. Even the A- and C-pillars are tougher now.

Aerodynamically, it’s a rolling masterclass. Vortex generators direct airflow, active flaps at the rear deploy at precisely the right moment (between 60 and 300km/h), and the underbody keeps things cool while generating downforce. All without needing a massive rear wing. This is a GT, remember?

Grace Under Pressure

From the moment you climb aboard, the 12Cilindri feels… different. Calmer. Less like an excitable greyhound, more like a panther pacing under control. It passes the all-important “first 50-metre test” with aplomb, unlike older Ferraris, which sometimes needed a firm hand and a prayer.

The nose stretches out towards another postal code, but the prominent front wings help you place it. And once up to speed, the car delivers uncanny composure. The magnetorheological dampers (read that twice) iron out road imperfections so well you’d think you were floating. Even on 21-inch wheels.

And When The Road Clears…

Flick the manettino into Race mode, and the 12Cilindri sharpens up like a knife on whetstone. The steering, which is less twitchy than before, comes alive with confidence. It’s not as manic as the F12tdf or 812 Comp, but it’s just as capable when you decide to play.

Behind the scenes, Ferrari’s latest suite of driving tech (Side Slip Control v8.0, Virtual Short Wheelbase 3.0, and active rear-wheel steering) work in harmony like an Formula 1 pit crew. The car pivots around you with uncanny grace, never overstepping unless you invite it to. The brake-by-wire system, featuring 398mm front and 360mm rear carbon-ceramic discs, offers brilliant modulation too.

Inside the Command Centre

The cockpit is typically Ferrari, equal parts spaceship and sculpture. You sit low, with just the right view out.

A new 15.6-inch display manages your essentials with crisp, lag-free graphics, controlled by a thumb pad that no longer requires a degree in aerospace engineering to master.

Apple CarPlay and Android Auto? Present. Sat-nav? Ferrari says you’ll use your phone anyway. A 10.2-inch central screen handles climate and media, while the passenger gets a dedicated display (which, oddly, is still a near S$7,000 option).

The seats are supportive, though lumbar adjust could be better. Ventilated massage seats are available for S$15,000. Picking those won’t grant you those nice carbon bucket seats.

There’s even thoughtful storage around the cabin, and a tinted panoramic roof is standard on the coupé. But if you prefer your twelve-cylinder opera al fresco, there’s a Spider variant available from day one.

Maranello’s Magnum Opus?

The Ferrari 12Cilindri is the Ferrari for those who understand that true luxury is measured not just in power or pace, but in restraint. In nuance. In the feeling that you’re driving a culmination of history, craftsmanship, and stubborn, glorious defiance of the hybrid tide.

It may not shout as loudly as the 812, but it sings with far more grace. It’s more usable, more comfortable, and more complete.

Yes, there will be a crazier, track-bred version eventually. There always is. But this? This is the V12 Ferrari you buy to chase sunsets.

And honestly? That might just be the most romantic thing about it.

Technical Specifications

Ferrari 12Cilindri

Engine: 6.5-Litre V12
Drivetrain: Rear-Wheel Drive
Power: 819 bhp
Torque: 678 Nm
Gearbox: 8-speed (A) F1 DCT
0-100km/h: 2.9 seconds (claimed)
Top Speed: 340 km/h
Fuel Tank Capacity: 92 Litres
Fuel Economy: Do you really need to know this?
Price: S$1,885,040 without COE (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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Sepang International Circuit isn’t exactly your average weekend hangout spot, unless you’re the sort who enjoys the sound of V10s echoing off the grandstands and the smell of roasted rubber in the air.

I was there for Round 5 of the Lamborghini Super Trofeo Asia series, soaking in the spectacle of purpose-built race cars slashing through apexes with all the subtlety of a chainsaw in a violin quartet.

But, as exhilarating as the track battles were, the real surprise came in the form of an electrified beast waiting quietly in the wings, the Lamborghini Urus SE. And unlike most luxury SUVs that spend their lives parked outside cafes, this one was about to get properly dirty.

Over the course of a day that would’ve made most supercar owners wince, we wrung the Urus SE through three curated challenges.

Welcome to the Mind-Bending World of the Urus SE

From the outside, the Urus SE still looks like a Lamborghini should: aggressive, chiselled, and vaguely unhinged.

Beneath the familiar silhouette lies a new heartbeat: a 4.0-litre twin-turbocharged V8 paired with an electric motor, giving you a grand total of 789 bhp and 946 Nm of torque. That’s enough to slingshot this Super SUV from 0–100 km/h in just 3.4 seconds, which is approximately the time it takes you to blink twice and regret not bracing harder.

But power is only half the story. This is a Lamborghini with multiple personalities, courtesy of a labyrinthine drive mode system that would confuse even Maverick from Top Gun. One controller gives you six terrain and road modes: Strada, Sport, Corsa for road; Sabbia (sand), Terra (gravel), and Neve (snow) for off-road. A second controller lets you toggle between EV, Hybrid, Performance, and Recharge modes.

Switching between them isn’t instantaneous; you have to cycle through each like a confused barista looking for the oat milk setting on an espresso machine. But once you find the right combination, the Urus SE transforms with alarming clarity.

Skid Control with Supercar Drama

The skidpan was our first dance, and what a chaotic ballet it was. Most SUVs on a low-grip surface either plough straight or spin like an office chair on a tile floor. Not this one.

In Terra mode, the Urus SE surprised us with how easily it held a slide, helped by its new electronically controlled clutch and torque vectoring system. With the ESC off, the algorithms didn’t hesitate to think: “Ah, drift time.” You could initiate with a Scandinavian flick and exit sideways in a manner that would make Walter Röhrl smirk.

It’s uncanny. You’re reminded constantly that this thing weighs over two tonnes, and yet, it dances. The steering is responsive, the body control taut, and the 48V anti-roll system helps it feel smaller than it really is. Most cars give you a warning before they let go, this one gives you a wink and tells you to go harder.

Off the Paved Path and Into Terra

Next up was the sand and gravel course, a short but challenging loop designed to test the Urus SE’s off-road credibility. With Terra mode engaged, the car took on an entirely different character.

The throttle response became more measured, suspension softened just enough to soak up ruts, and the AWD system sent torque to wherever traction could be found. It clawed its way up steep inclines, bounded over undulations, and kept composure through uneven terrain.

Let’s be honest: very few owners will ever take their Urus off-road. But it’s nice to know that if you ever find yourself late for a Michelin-starred dinner in the Moroccan desert, the SE won’t let you down.

Sepang Hot Laps: Supercar Credentials, Confirmed

We concluded the exciting day with hot laps around Sepang. Here, the Urus SE was finally allowed to stretch its legs, and stretch it did.

In Corsa mode, everything sharpens. The throttle becomes twitchier, gear changes from the 8-speed ’box come with a satisfying thump, and the V8 roars with an unmistakable Italian snarl, even as the electric motor subtly fills in the gaps. The brakes (440mm carbon ceramics up front) bit hard and clean. Even regen is managed well, never feeling intrusive.

Four-wheel steering helps you carve into corners more confidently, and the bespoke Pirelli P Zero rubber grips with purpose. Despite its girth, the Urus SE never felt out of depth. It was composed. A true Lamborghini, just… taller.

Have Your Gelato and Eat It Too

The Lamborghini Urus SE is a revelation. It proves that electrification doesn’t have to mean sanitisation. Instead, it adds another layer of personality to an already charismatic machine.

Whether you’re power-sliding on a skidpan, bouncing through a gravel path, or hurtling down the main straight of Sepang at warp speed, the Urus SE delivers on every front. It’s a Swiss Army knife wrapped in raging bull skin.

And if this is Lamborghini’s future with electrification, consider us thoroughly charged up.

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

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

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

Don’t expect any radical design shifts

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

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

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

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

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

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

It’s still family-oriented 

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

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

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

Power Meets Poise

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

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

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

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

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

Purrs Softly, Strikes Quietly

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

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

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

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

Technical Specifications

Jaguar F-Pace PHEV

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

Photo Credits: Sean Loo (@auto.driven)

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Lotus, as the legend goes, was built on a whisper and a prayer, and a borderline obsession with lightness. Colin Chapman, the man behind the badge, would probably break into hives at the thought of thick door insulation or soft-close tailgates.

AMG, meanwhile, marches to a different drumbeat altogether. It’s a name that conjures mental images of burly saloons with flared nostrils and a rumble so deep it frightens the wildlife.

Yet here we are with the Emira Turbo SE, the by-product of this improbable pairing. A parting gift from Lotus to the internal combustion engine.

The result of a complicated family tree rooted in Norfolk, with a branch extended generously by Geely, and somewhere on that family board, Mercedes-AMG.

Pretty. Purposeful. Poised.

Visually, the Emira is a triumph. You could park it next to a Ferrari 296 and it wouldn’t blink. All those scoops and scallops give it an unapologetically attractive presence. The tailpipes, those twin-chambered cannons, are shared with the V6, as are the proportions. But this I4 model is something different beneath the skin.

Gone is the shouty Toyota-sourced supercharged V6. In its place, a turbocharged 2.0-litre four-cylinder sourced from AMG, the same firecracker that lives in the Mercedes-AMG A45 S. But here, it’s dialled down slightly to 360bhp and slotted into Lotus’s aluminium chassis.

You wouldn’t know it at first. Start her up and she’s almost shy, burbling quietly, almost apologetically, as if unsure whether it belongs here. But then you prod the throttle, feel the tension build, and the magic begins to stir.

It’s Not the V6. But That’s the Point.

The Emira Turbo SE doesn’t try to imitate its bigger-engined sibling. In fact, it takes a different route to the same destination.

At full tilt, the engine wails its way to a lofty 7,200rpm, accompanied by the sharp suck and blow of turbo breath and valvetrain chatter, like mechanical jazz in surround sound.

Paired with an 8-speed dual-clutch gearbox, shifts are snappy… mostly. There’s the occasional moment where a downshift comes with delayed enthusiasm, and upshifts in Sport mode feel unnecessarily dramatic.

Fortunately, flick the paddles yourself, and the Emira remembers it’s a Lotus – crisp, intuitive, and eager.

Is it fast?

Yes, decisively so.

0–100km/h in 4.4 seconds is nothing to sniff at. But it’s not just about numbers. It’s about how those numbers feel. The Emira makes you feel every millimetre of tarmac pass beneath your seat.

Lotus has always been about the drive, and the Emira carries that torch proudly. The ride is supple, polished, almost elastic. It glides over bumps, yet sharpens up when you dive into a bend.

And oh, how it corners.

There’s no fancy trickery here, just sound fundamentals. Steering is direct and communicative. Brakes from AP Racing deliver feel and bite in equal measure. With its rear-biased weight distribution and vast 295-section rear tyres, the Emira can easily switch between planted and playful.

Is it as precise as a Cayman GTS? Not quite. But the Emira has an organic, old-school fluidity. It talks to you, with a steady, knowing hand on your shoulder.

Form Meets Function, Mostly.

Inside, Lotus has finally shed its kit-car past. The cabin feels modern and mature, awash with Alcantara, aluminium, and crisp digital displays.

It’s no German, but it’s no plastic fantastic either. There’s a real sense of occasion, with beautifully milled shift paddles and an artful gear selector that’s part sculpture, part switchgear.

The seats, however, are a mild letdown, plagued by oddly intrusive headrests. A shame, considering how lovely everything else feels.

Once you play around with the infotainment, the switches, the cubbies, you realise: this isn’t just a Lotus you drive. It’s one you can live with.

The Compromise.

The Emira Turbo SE weighs just 11kg less than the V6, thanks to the DCT gearbox and added complexity. And despite its AMG bloodline, the engine doesn’t quite deliver the throttle response or aural drama you get in the V6. There’s a sliver of disconnect, as if the chassis is ready to waltz but the powertrain has brought along a metronome.

Still, for every moment it hesitates, there’s one where it comes alive. It reminds you that this is the last of its kind. A pure, mid-engined, petrol-powered Lotus built for people who still care about driving.

A Heartfelt Swan Song

The Lotus Emira Turbo SE is many things. Beautiful. Engaging. Occasionally infuriating. But above all, it’s a love letter to the analogue, the mechanical, the joyful.

It’s a car that exists not because it’s the easiest or cheapest to make, but because someone at Lotus believed it should.

Sure, the I4 doesn’t deliver the same visceral theatre as the V6. And yes, the price is creeping dangerously close to Porsche Cayman GTS territory. But then again, in a world of silent EVs and hyper-intelligent software, this is one of the few sports cars left that still looks you in the eye and asks, “Shall we dance?”

Technical Specifications

Lotus Emira Turbo SE

Engine: 2-litre in-line 4, Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 400 bhp
Torque: 480 Nm
Gearbox: 8-Speed (A) DCT
0-100km/h: 4 seconds (claimed)
Fuel Tank Capacity: 52.5 litres 
Fuel Economy: 11 km/litre (claimed)
Price: POA (accurate at the time of this article)

Photo Credits: Sean Loo (@auto.driven)

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First, visually, the car has received subtle yet impactful updates, particularly to the front and rear styling. What really surprised me—and pleasantly so—was noticing the AMG-Affalterbach badge proudly positioned on the bonnet instead of the traditional three-pointed star. It’s a bold statement of intent, firmly establishing this compact AMG as a true performance-focused model in its own right.

Sliding into the updated CLA45, the first thing to catch my eye was the new AMG steering wheel. Its dual stacks of capacitive touch buttons instantly feel more modern and intuitive. Adjusting the individual drive settings is far easier, thanks to new dials positioned conveniently on the wheel. However, the real game-changer here is the upgrade to the second-generation Mercedes-Benz User Experience (MBUX).

It makes the previous system feel dated overnight, especially now that wireless Apple CarPlay and Android Auto are standard—a welcome feature for someone like me who practically lives off a smartphone. However, one minor gripe I have is that the main display feels a bit small to be effectively used as a touchscreen, although the graphics quality is very impressive.

Interior practicality is decent up front, with comfortable spacing between the driver and passenger seats. The seats offer plenty of adjustment for drivers of varying heights, and there’s ample storage, including sizeable door pockets suitable for water bottles and snacks, a generous central armrest cubby, and a convenient tray for phones or wallets.

Rear-seat passengers have it tougher, though—while legroom is plentiful, taller occupants might struggle with headroom due to the sloping roofline. The Shooting Brake variant or rivals like the Audi RS3 are more accommodating. Boot space is practical enough with 460 litres. However, the high load lip and smaller saloon-style aperture can limit usability compared to the Shooting Brake’s more versatile 505 litres and larger hatch opening.

Under the bonnet, Mercedes-AMG hasn’t meddled with a winning formula. The CLA45 retains its feisty heart—a 2.0-litre four-cylinder engine paired with a potent twin-scroll turbocharger. With 416 bhp available at a screaming 6,750 rpm and 500 Nm of torque coming alive between 5,000 and 5,250 rpm, the performance is anything but subtle.

“I appreciate the smoothness of EVs—but nothing quite compares to the character and excitement of turbo lag building into a ferocious power surge.”

Over my few days with the car, it reminded me exactly why I fell in love with combustion engines. Don’t get me wrong—I’ve begun to appreciate the smoothness of EVs—but nothing quite compares to the character and excitement of turbo lag building into a ferocious power surge. Taking the CLA45 to my favourite driving roads—99 bends, specifically—I was blown away by how planted the car felt. The 4Matic+ all-wheel-drive system, which offers fully variable torque distribution, paired perfectly with the grippy 19-inch Continental SportContact 6 tyres, directly translates every bit of power and grip to the road.

Speaking of power, it’s properly mental. Slam the throttle in Sport+ mode, and you’re instantly rewarded with relentless acceleration and aggressive gear changes. That said, I felt it lacked some of the audible drama—the pops and bangs—that you’d typically expect in Sport+ mode. Still, the engine sounds genuinely angry, crackling and growling in a way only AMG can master.

The brakes are more than adequate, and the steering feels superb. It is light enough in town speeds but properly loads up and gets weightier when the speed builds.

Ride comfort has notably improved, too. Previous A-Class-based AMG models were notoriously firm—fine for spirited drives but punishing for daily use. Mercedes seems to have found a sweet spot now; in Comfort mode, the new CLA45 rides significantly better. It still has that sporty stiffness you’d expect from an AMG but manages to round off bumps just enough to make daily drives genuinely comfortable.

“…if you’re fortunate enough to afford it, you’re getting a seriously versatile performance machine.”

As someone based in Singapore, where the cost of car ownership can make eyes water, my priority is always finding one car that can “do it all.” The CLA45 convincingly ticks that box. The price tag north of S$400k++ (after overtrade and discounts) might give your wife (or husband) palpitations. Still, if you’re fortunate enough to afford it, you’re getting a seriously versatile performance machine.

It’s a daily commuter with genuine AMG street credibility, and when the mood strikes, you can take it to the track or your favourite twisty roads and have a blast. In short, the updated Mercedes-AMG CLA45 is starting to feel like the ultimate all-rounder—a compact luxury performance car that’s practical(ish), thrilling, and undeniably AMG.

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