Analogue Duo review: A second chance for an underappreciated console

Posted on 18/04/2024 by Tim Stevens

We are living in a second golden age for console gaming. Active communities, open developer tools and easy distribution have given new life to many once-dead systems. If there's one company who deserves the most thanks for bringing a love for '80s and '90s cartridge-based console gaming back to the semi-mainstream, it's Analogue.

It started with the CMVS, an obsessive (and expensive) wood-grained reboot of the iconic Neo Geo. Then came the Analogue Nt in 2014, which brought easy, high-def NES gaming to our homes . In 2017, the Super Nt did the same for SNES gaming, then the Mega Sg for the Sega Genesis and, most recently, the Analogue Pocket, which supports everything from the Game Boy to the Neo Geo Pocket thanks to a series of adapters.

Analogue's latest is something different. While all those before have lived and died by their cartridge ports, the new Analogue Duo takes us to the next generation of gaming: optical. That's right, Analogue has entered the multimedia era with this love letter to one of Japan's most beloved consoles, a machine that barely made a dent elsewhere in the world.

That system is the TurboGrafx-16, known as the PC Engine in its home market of Japan. It launched there in 1987, beating the Sega Genesis to market by two years and the SNES by three. It rocketed to huge popularity, ultimately outselling Sega and keeping pace with Nintendo for much of its life. By the end of its run, its library offered nearly 700 games.

It didn't fare so well in the US. The TurboGrafx-16 didn't come here until 1989, arriving after the Genesis brought blast processing to the masses. Nintendo and Sega soon engaged in a marketing war of epic proportions. NEC's humble TurboGrafx-16 didn't stand a chance.

It didn't help that it wasn't really a 16-bit console. Though it offered support for 16-bit graphics, it only had an 8-bit internal processor, so it couldn't match the power of the competition. The add-on CD-ROM didn't help. Despite hitting the market years before the Sega CD, the Genesis add-on included an additional processor to deliver an early taste of 3D processing. The TurboGrafx drive was just that: an optical drive.

The system struggled in the US for a few more years before NEC pulled the plug in 1994. In Japan, new games hit the system all the way through 1999, meaning that even the most hardcore enthusiasts in the US missed out on the bulk of the PC Engine's best titles.

And, since the Analogue Duo can play imported games just as readily as local ones, it's a great excuse to dig deeper into that library.

Out of the box

The Analogue Duo is a slender console that shares an aesthetic similar to the PC Engine Duo, which was released in the US as the TurboDuo. NEC's Duo integrated the CD-ROM peripheral into a single, sleek, unified device. But, the Analogue unit feels far nicer. Its plastic body feels sturdier than the brittle stuff used on consoles back in the '90s, and the bottom is even rubberized. In fact, the Duo feels more like a high-end piece of home theater equipment, whereas the TurboGrafx-16 feels like a 30-year-old toy.

Up front are two slots. On the left is where cartridge-based games go, either on HuCard or TurboChip, the two media formats NEC used over the years. On the right is the CD-ROM slot.

Output to your display is via the HDMI port on the back, but there's also a 3.5mm headphone jack with its own volume knob if you want some private listening. You'll also find a port on the side for wired controllers, but since this uses the smaller Japanese connector, not the larger American one, you'll need an adapter to use TurboGrafx-16 controllers.

Around the back is an SD card reader for firmware updates or the like, plus a USB-C port through which the system gets its power.

At the heart of the system is an Altera Cyclone V processor, a dual-core Arm Cortex field-programmable gate array (FPGA) chip that can be effectively coded to act like any other processor. It's that core which enables the Duo to emulate the PC Engine and all its derivatives over the years.

There's none of the lag and glitchy performance that you'll get when running ROMs through an emulator. This is as close as you're going to get to a modern reboot of the PC Engine, but with much cleaner output.

Output

Whether you're playing domestic or imported games, everything will look stellar. As with previous Analogue releases, the Duo outputs a 1080p signal over HDMI, resulting in the absolute cleanest way to play your games on a modern digital display.

While there are ways to get an HDMI signal out of a TurboGrafx-16, ranging from RGB adapters that clip on the back to outputs soldered onto the system itself, even running through something like a scanline converter you're unlikely to ever get a signal this crisp and clean.

But for those who like to preserve a taste of the old school, Analogue includes a few different gameplay modes to deliver a CRT-like look and feel.

To be fair, even the greatest of games for this system don't offer much in terms of high-fidelity graphics compared to modern titles. But there are plenty well worth your time. Gate of Thunder is one of them, and it’s among the best side-view shooters, or shmups, ever to hit a console. The quality of games like this helped establish the PC Engine's success in Japan.

Castlevania: Rondo of Blood, though, is generally believed to be the single greatest title for the system. Released on CD-ROM in 1993, exclusively in the Japanese market, this is still ranked among the top Castlevania titles of them all.

It's damned good, and plays excellently on the Analogue Duo. Load times for this game and others are quite fast, and the drive isn't as noisy as many console CD-ROM add-ons were back in the day.

Gaming on the Analogue Duo

The Analogue Duo delivered flawless compatibility and playback for virtually every game I threw at it, with only one falling short: SCI: Special Criminal Investigation — which, thank goodness, has nothing to do with the CSI television series. SCI is the sequel to Chase H.Q., which was big in American arcades. Its unique mix of driving and shooting, as well as the inclusion of amazing period cars like the Nissan 300ZX Turbo made it a real favorite of mine. In fact, this was the first game I tried to play on the Duo.

So, imagine my horror when the Analogue system wouldn't play it or even recognize it. It just displayed a blank screen, much like what happens on a region-locked US TurboGrafx-16 console when trying to play a Japanese game. So, I went into the Duo's settings, explicitly changed the region to Japan, and the game played without issue.

This is the only game that the Duo failed to appropriately identify the region of, which is a minor annoyance at best that I'm sure will be fixed soon in one of Analogue's frequent updates.

Firmware updates are easily applied via the integrated SD-card reader, which is also where your save games for CD-based titles are stored. This makes them easy to back up or even edit. With the appropriate USB adapter, it's also possible to import your old save games.

Controllers

If there's one fly in this ointment, it's the controllers. As usual, Analogue partnered with 8BitDo to provide peripherals for the Duo. The $24.99 gamepad is the standard offering, and while it looks good in photos, in the hand it's somewhat underwhelming.

For one thing, it feels just as light and flimsy as 8BitDo's other products, with buttons that rattle when you shake the thing. The controller doesn't even offer the same weight and solidity as the original TurboGrafx-16 controllers, which certainly aren't standouts themselves.

But the 8BitDo controllers have a major advantage: they're wireless. They pair quickly and easily with the Duo and work without lag. They also feature a dedicated home button to bring up the Analogue menu.

There is, though, one final kicker with the controllers: they charge over micro-USB. It's 2024, 8BitDo. Even Apple has moved to USB-C.

Wrap-up

I really enjoyed testing the Analogue Duo. It was an opportunity to play releases I hadn't dug out in years, and also to experience some games I hadn't yet tried, all rendered in immaculate detail.

That said, it's easy to see this as a very niche release for Analogue, a company whose obsessive fans are already far from mainstream. Software emulation is infinitely cheaper and still delivers great results, but those of us who love classic console gaming know that there's just something different about running it from the original media.

Whether that extra something is worth the extra cost is between you and your accountant. Despite being Analogue's most expensive release in years, and despite supporting a decidedly underappreciated console, the Analogue Duo is yet another excellent quality of life improvement for retro gamers and collectors. I can't imagine playing my HuCards any other way.

This article originally appeared on Engadget at https://www.engadget.com/analogue-duo-review-a-second-chance-for-an-underappreciated-console-130056763.html?src=rss

Analogue Duo review: A second chance for an underappreciated console

Posted on 18/04/2024 by Tim Stevens

And, since the Analogue Duo can play imported games just as readily as local ones, it's a great excuse to dig deeper into that library.

Out of the box

Up front are two slots. On the left is where cartridge-based games go, either on HuCard or TurboChip, the two media formats NEC used over the years. On the right is the CD-ROM slot.

Around the back is an SD card reader for firmware updates or the like, plus a USB-C port through which the system gets its power.

Output

But for those who like to preserve a taste of the old school, Analogue includes a few different gameplay modes to deliver a CRT-like look and feel.

It's damned good, and plays excellently on the Analogue Duo. Load times for this game and others are quite fast, and the drive isn't as noisy as many console CD-ROM add-ons were back in the day.

Gaming on the Analogue Duo

This is the only game that the Duo failed to appropriately identify the region of, which is a minor annoyance at best that I'm sure will be fixed soon in one of Analogue's frequent updates.

Controllers

There is, though, one final kicker with the controllers: they charge over micro-USB. It's 2024, 8BitDo. Even Apple has moved to USB-C.

Wrap-up

I really enjoyed testing the Analogue Duo. It was an opportunity to play releases I hadn't dug out in years, and also to experience some games I hadn't yet tried, all rendered in immaculate detail.

This article originally appeared on Engadget at https://www.engadget.com/analogue-duo-review-a-second-chance-for-an-underappreciated-console-130056763.html?src=rss

Hyundai’s Ioniq 5 N eN1 Cup car brings extreme EV performance to the track

Posted on 03/04/2024 by Tim Stevens

The Hyundai Ioniq 5 N is one of the most extreme EVs you can buy at the moment. With over 600 horsepower delivered to all four wheels, plus a plethora of drive modes that help you do everything from circuit racing to drifting, it's a truly wild ride.

But it's about to get even wilder. Meet the new Hyundai Ioniq 5 N eN1 Cup car. This is a lightweight, caged, and big-winged version of Hyundai's rocket ship, tuned to such an extreme level that it isn't even road legal. Yes, this one's strictly for racing, and Hyundai is launching a focused racing series for the 5 N later this year.

Ahead of that, I headed to Korea to take it for a drive on a closed track. Inje Speedium is a tricky circuit with lots of elevation changes, and despite some inclement weather the Ioniq 5 N eN1 proved to be a masterful drive. And, at $100,000, for a track-ready machine, it's surprisingly value-priced. Watch the video above for the full story.

This article originally appeared on Engadget at https://www.engadget.com/hyundais-ioniq-5-n-en1-cup-car-brings-extreme-ev-performance-to-the-track-160024376.html?src=rss

Hyundai’s Ioniq 5 N eN1 Cup car brings extreme EV performance to the track

Posted on 03/04/2024 by Tim Stevens

This article originally appeared on Engadget at https://www.engadget.com/hyundais-ioniq-5-n-en1-cup-car-brings-extreme-ev-performance-to-the-track-160024376.html?src=rss

BMW’s Vision Neue Klasse X concept gives us a peek at BMW’s future SUV

Posted on 21/03/2024 by Tim Stevens

Last year, at the IAA show in Berlin, BMW gave us a first look at what it calls the Neue Klasse, a "new class" of sedan that would not only drive BMW into its electric future, but also create a platform with greater efficiency and driving dynamics than we've yet seen from the German brand.

Now, the company is showing us an evolution of that concept. A taller one at that, to see just how that same idea for future electrification would apply to an SUV. In keeping with BMW's naming conventions, this one's called the Neue Klasse X. The styling is somewhat predictable in that regard, since it is a taller version of what we saw in the Neue Klasse sedan.

What's more interesting is what we can see on the inside, with a more-functional interior that gives us a look at BMW's Panoramic Vision, a heads-up display that spans the entire windscreen. That, plus cool ambient lighting and other interesting features, including the large language model voice assistant they demoed at CES. We're about a year away from seeing this at dealerships, but you can take an early sneak peek with us from a preview event right now.

This article originally appeared on Engadget at https://www.engadget.com/bmws-vision-neue-klasse-x-concept-gives-us-a-peek-at-bmws-future-suv-081517652.html?src=rss

The Tesla Model S shook the industry, but its echo is fading

Posted on 07/03/2024 by Tim Stevens

The consumer electronics industry has changed radically over the past two decades. AR/VR devices have come and gone and come again, smartphones have grown from filling our pockets to dominating our lives, and the tendrils of connected services now touch everything we touch.

Yet, for me, the most exciting to watch has been the development of technology that moves us. I mean that literally: cars and scooters and e-bikes and all the other wild and wonderful modes of transportation that have grown wings or wheels over the past few decades.

A love for all that stuff has always been at my core. Many moons ago, before my time as editor-in-chief of this site, I served as automotive editor. In the late 2000s, that mainly meant pondering what was happening in the world of Ford Sync or writing about flying car concepts that, today, are still very decidedly grounded.

An excellent perk was getting to drive many early EVs, though it didn’t always end well. In 2012, I made an aborted attempt to get from Portland to Seattle for an emissions-free Engadget Show episode. The poor Mitsubishi i-MiEV we’d borrowed wasn’t up to the task.

But then along came the Tesla Model S. At the time, I knew it would be significant. Everyone in the industry knew it would be significant, but it’s only in looking back more than a decade later that we can truly appreciate just how significant it was. In the rear view mirror, we can also see what a shame it is Tesla has barely moved the needle since.

A preview in Fremont

In the (long) lead-up to that car’s eventual late-2012 release, Tesla invited me out to a supposed grand reopening of its Fremont factory. The place was unbelievably massive and virtually empty. Tesla officials were proud to show off the numerous giant presses that would stamp out Model S components.

Other Tesla employees were dutifully feeding into those presses metal sheets, which came out the other end as flat as they went in. The presses were there and they were a-pressing, but the dies that formed the parts were absent. This event, like the many Tesla events to come, was somewhat lacking in substance.

Still, the time I spent chatting with Peter Rawlinson had a huge impact on me. Formerly of Lotus and Jaguar, Rawlinson was the chief engineer at Tesla at the time. He and I talked for ages about the advantages of low-slung battery packs and the torque behavior of electric motors. It’s all standard stuff these days, but back then, it was a fantastic opportunity for me to learn. (You can enjoy some of his insight in a series of videos here.)

Early Tesla EVs had two-speed transmissions. I asked Rawlinson whether there was a third gear for handling reverse.

“No,” he said. “We just spin the motor backward.”

That seems like such a simple concept now, but that moment caused a small-yield explosion between my ears. I spent the remainder of the day pondering the myriad other unforeseen implications of this switch to electrification. Nothing else happening in the industry was nearly as exciting as this.

My review

I got a quick go in a Model S at that Fremont event, a lap or two around Tesla’s test track, but I’d have to wait until early 2013 before I could take one for my first proper review of the Model S. It was a Performance edition, with an 85kWh battery pack and a $101,600 sticker price.

I picked it up in New York City and drove it home to Albany, NY. Along the way, I got a preview of what would become another unfortunate Tesla theme: an uncomfortable relationship with the media.

Before I’d made it far, I got a warning light on the dash. I called Tesla PR to ask what to do.

“Oh, don’t worry, we’re watching you,” they said. “It’s fine.”

I didn’t feel fine. I’ve been reviewing devices for decades, and I always assume some degree of logging is involved, but this seemed a little more ominous.

(Over the years, it only got more so. In a later review of a Model 3, I complained the auto high-beams were terrible on country roads. Tesla PR asked me when this occurred so their engineers could pull up the footage from my drive.)

Warning light extinguished, Big Brother now visible in the back seat, I got back to enjoying the car. After having reviewed the Tesla Roadster two years before, a beautiful mess of a slapped-together machine, the Model S was something entirely different. It was calm, it was composed and it wasn’t nearly so drafty. I made the 165-mile drive home with 23 percent to spare, this in January on a 24-degree day.

That is pretty poor by today’s standards, but remember, the most common EV of the day was the Nissan Leaf. In 2013, the Leaf’s range was EPA rated at 75 miles. The Model S was on another level.

But it wasn’t perfect. I was not a fan of many of the interior materials and design choices in 2013, and I would have been so disappointed to know things really haven’t improved since.

I also found the handling underwhelming, but my biggest complaint was the lack of advanced driver assistance systems. That Model S didn’t even have adaptive cruise. Autopilot was still years away, and the ongoing debacle of Full Self Driving much further afield.

And yet I still gave it a glowing review, and it deserved it. I was suitably impressed, as were plenty of others. I recently spoke with several buyers of these early sedans, and most were totally enamored with their cars, despite many teething issues. (So many broken door handles...)

However, it probably goes without saying that many of the folks I spoke with are less enamored of Tesla’s CEO than they were back then. Between that, the racially abusive work environments, and the constant anti-worker behavior, cheering for Tesla is a lot more complicated than it used to be. That is a true shame.

The evolving landscape

The seismic forces generated when the Model S dropped still echo through the industry. You can feel them in virtually every premium EV on the market today.

And yet it’s in those other EVs that the bulk of EV innovation is happening. If you look at what Peter Rawlinson did with the Lucid Air, a sedan that goes over 500 miles on a charge, it’s easy to imagine what could have been had he not parted ways with Tesla. The on-road performance of the Porsche Taycan, the off-road prowess of the Rivian R1T and the minimalist cool of the Volvo EX30 are raising the bar.

Tesla has been more successful than any other manufacturer at getting more EVs into more driveways and at getting more chargers into more places. Tesla made EVs viable and desirable. You have to respect it for that. Lately, though, the company’s greatest achievements have all focused on cutting costs and minimizing complexity, often at the expense of quality and, indeed, safety.

Look at today’s Model S and you still see the car that was released in 2012. It’s quicker and has more range, sure, but it is the same platform and basic design I reviewed over a decade ago. Pondering the time wasted on vanity projects, like the Model X, and vaporware, like the new Roadster, it’s hard to not feel the ache of missed potential.

To celebrate Engadget's 20th anniversary, we're taking a look back at the products and services that have changed the industry since March 2, 2004.

This article originally appeared on Engadget at https://www.engadget.com/the-tesla-model-s-shook-the-industry-but-its-echo-is-fading-160010877.html?src=rss

The Tesla Model S shook the industry, but its echo is fading

Posted on 07/03/2024 by Tim Stevens

A preview in Fremont

Early Tesla EVs had two-speed transmissions. I asked Rawlinson whether there was a third gear for handling reverse.

“No,” he said. “We just spin the motor backward.”

My review

I picked it up in New York City and drove it home to Albany, NY. Along the way, I got a preview of what would become another unfortunate Tesla theme: an uncomfortable relationship with the media.

Before I’d made it far, I got a warning light on the dash. I called Tesla PR to ask what to do.

“Oh, don’t worry, we’re watching you,” they said. “It’s fine.”

I didn’t feel fine. I’ve been reviewing devices for decades, and I always assume some degree of logging is involved, but this seemed a little more ominous.

That is pretty poor by today’s standards, but remember, the most common EV of the day was the Nissan Leaf. In 2013, the Leaf’s range was EPA rated at 75 miles. The Model S was on another level.

But it wasn’t perfect. I was not a fan of many of the interior materials and design choices in 2013, and I would have been so disappointed to know things really haven’t improved since.

The evolving landscape

The seismic forces generated when the Model S dropped still echo through the industry. You can feel them in virtually every premium EV on the market today.

To celebrate Engadget's 20th anniversary, we're taking a look back at the products and services that have changed the industry since March 2, 2004.

This article originally appeared on Engadget at https://www.engadget.com/the-tesla-model-s-shook-the-industry-but-its-echo-is-fading-160010877.html?src=rss

Mini’s first electric Countryman has a wild interior that’s not to be missed

Posted on 06/03/2024 by Tim Stevens

Mini has promised to go all electric by 2030, a date that seemed pretty far off back in 2021 but right now is starting to sound not that far off at all. While the company's prior battery-powered efforts have been great, it's going to take something more serious and more practical to convert the masses to the wonders of electrification.

That something might just be the 2025 Mini Countryman. While Mini will offer this car with a gasoline-burning engine if you're feeling traditional, the star of the lineup will be the new, $45,200, all-electric Countryman SE. With 313 horsepower and 363 pound-feet of torque, it's quick, and with way more cargo space, it's practical too.

But how does it drive? That's what we headed to Portugal to find out, and while the extra volume and weight of the new Countryman does come with some compromises, it's an engaging SUV to drive with a fantastic interior that's just a few software updates away from perfection. Full the full preview, watch the video up top.

This article originally appeared on Engadget at https://www.engadget.com/minis-first-electric-countryman-has-a-wild-interior-thats-not-to-be-missed-041508080.html?src=rss

2024 Lamborghini Huracan Sterrato Review

Posted on 04/02/2024 by Tim Stevens

PROS:

Stellar all-weather performance

Dramatic styling

Amazing sound

CONS:

Terrible rearward visibility

No more Corsa mode

The cost

RATINGS:

AESTHETICS

ERGONOMICS

PERFORMANCE

VALUE FOR MONEY

EDITOR'S QUOTE:

A beautiful all-weather supercar, a true joy in inclement conditions, and a hell of a lot of fun even when the roads are dry and smooth.

The Huracan is getting on a bit. Now entering its 10th year of production, it’s not quite as long in the tooth as the venerable Aventador became before it was finally replaced last year, but it’s getting there.

To keep things feeling fresh, the Huracan formula must keep tweaking and extending. Typically, Lamborghini does this by slapping letters like S, SV, and SVJ to its cars, dialing up the power and asking price all the while. The Sterrato, though, is something new, something different, and, as it turns out, something extraordinary.

The concept

The Huracan Sterrato is, quite simply, the ultimate off-road Lamborghini. Sure, the Urus has more ground clearance and would surely be better for climbing up a rocky trail, but the rest of the time it offers little in terms of Lamborghini feel and flare. There was also the LM002 SUV of the 1980s. That thing was a true off-road beast, but having piloted one around Northern Italy, I can tell you that when it comes to actual driving enjoyment, there’s not much to be had.

Meanwhile, the Sterrato looks and drives like a true Lamborghini, just one that’s had a few subtle additions and enhancements to ensure that the fun doesn’t stop when the asphalt does.

That starts with the suspension, which raises the car by 44 mm. Part of that lift is helped by the tread on a set of chunky Bridgestone Dueler AT002 tires mounted to 19-inch wheels. Five wheels, as it happens, with the car you see here outfitted with an optional spare mounted to the roof. That, though, is one option that I can’t recommend against strongly. The Sterrato, you see, doesn’t come with a jack, so even if you get a flat, you’ll have no way to change that wheel.

The engine, the Huracan’s brilliant 610-horsepower 5.2-liter V10, comes with top-mounted air intake, which not only looks fantastic but should help the engine suck in a little less grit on a dusty rally trail.

The rest of the changes are more on the lifestyle side, as ever, “style” being the most important part. The Sterrato comes with a pair of permanently affixed roof rails, to which you can mount crossbars and put whatever accessories you like. The car you see here came into my life with a top cargo basket of sorts, but given my wintery testing, a ski rack would have been more appropriate.

Chunky, bolted-on fender flares at every corner add stance and aggression, while some light underbody protection should keep gravel and the like from damaging that aluminum and composite chassis.

The overall shape and appearance of the Huracan isn’t much impacted. It looks essentially the same as it ever did, just slightly angrier and, most importantly, more ready for adventure.

Interior

On the inside, Sterrato-specific changes are few. Lamborghini offers a pair of all-weather, rubber floor mats that fit perfectly and extend up the sides of the Huracan’s microfiber-lined interior. They’re a must-have if you’ll be braving inclement conditions.

But otherwise, it’s much the same interior as we’ve seen elsewhere in the Huracan. Alcantara is the material of choice, feeling luxurious and looking great, especially with the contrasting yellow stitching and the lurid seatbelts to match. The attention to detail here is impressive, and while many will find the styling a bit excessive, it’s absolutely on-point for a Lamborghini.

The Huracan was recently updated with a new touchscreen interface that is simple but effective. Both Android Auto and Apple CarPlay are on offer, but only wired. There’s also Alexa in here if you have an active Amazon account.

More importantly are the various telemetry screens on offer, including a new one for the Sterrato that shows off-road angle information, plus GPS coordinates, just perfect for when you’re really going out there. I found the differential display far more interesting, showing in real-time where the Huracan is sending its power, front-to-rear and side-to-side. As much of my testing was done in low-grip situations, it was a never-ending source of entertainment to see the flow of torque.

While entertaining to watch, you won’t need to spend much time stabbing at that touchscreen. Most of the essential driving controls are right on the steering wheel. Your left thumb controls the turn signals plus flashing or toggling the high beams. On the right, you’ll find the windshield wiper button.

The mode toggle is on the bottom, customized for the Sterrato. Strada is the default mode on top, followed by the racier Sport, and then Rally, a new dedicated, low-grip, high-performance mode that is the hallmark of this car. The final controls within reach are the column-mounted shift paddles, made of metal and standing proud behind the wheel.

While most inputs are on the wheel, the Huracan still has plenty of physical controls elsewhere, including a row of plastic toggles that run above the touchscreen and that iconic, crimson ENGINE START/STOP button in the center console lurking under a plastic protector. Flip that up, stab the button, and everything changes.

Ignition

The Sterrato’s V10 is situated just about a foot behind the driver’s right ear, so when it spins into life, you absolutely know it.

However, to enjoy the engine’s sound, you need to toggle to Sport mode, which opens up the exhaust and adds a fair bit of bass to the experience.

In fact, you’re better off avoiding Strada mode almost entirely. The Sterrato’s default drive mode is extremely, oddly tame. It’s always trying to run you a gear or two higher in the seven-speed dual-clutch transmission than you might like and feels quite reluctant to downshift. It also enables the somewhat annoying engine start/stop feature (which you can quickly disable if you like). Finally, it’s all too eager to drop the V10 down to an inline five-cylinder whenever you’re light on the throttle.

Driven in this way, I managed 15.1 mpg during my testing, which is quite reasonable for a 600-plus hp car. Indeed, that’s precisely why that mode exists. But if you want an engaging drive, step on up to Sport.

In Sport, everything just feels better. The shifts are rougher than before, but they’re lightning-quick and exactly where you want them to be. The exhaust sounds better, the engine is more responsive, and the Sterrato just feels ready to play.

However, it’s in Rally mode when things get wild. This new mode was designed to provide a much more playful experience in low-grip situations, allowing the Sterrato to spin up its wheels with more aggression than would normally be beneficial for a high-grip situation like the Corsa mode was designed for, which is found on other Huracans.

In Rally, the Sterrato is happy to let you let loose, not cutting power for me even when all four wheels were spinning wildly on an icy surface. It did cut power when I made larger steering inputs, being somewhat selective in how much counter-steering was allowed before it decided I needed some help. But it certainly didn’t ruin the fun.

I do, though, lament the loss of the Corsa mode. While the Rally mode is a good trade, it’s a shame you can’t have both. After all, though its suspension is softer, with a proper set of tires the Sterrato would still be a wonderful track day toy.

Regarding the tires, the Sterrato’s Dueler AT002s are rated for mud and snow, but certainly seem better suited for the former. While I wasn’t able to test that condition, I did spend lots of time amid wintery stuff with the Sterrato you see here. The tires didn’t provide the confidence offered by a dedicated snow tire, especially in more icy conditions, but they delivered plenty of grip to have fun. Most importantly, when they gave up that grip, they did so in a clean, predictable manner.

Options and pricing

The Huracan Sterrato starts at $273,177, plus a $3,695 destination charge and a $2,100 gas guzzler tax. The car you see here had a suite of mostly cosmetic options, including $9,800 for the lovely Giallo Inti paint and $7,600 for the sports seats.

It doesn’t take long to add another six figures onto the price of your Sterrato, with this one costing $348,649 in total, but that’s the name of the game with a car like this.

The Sterrato’s performance, however, is anything but predictable. It’s a beautiful all-weather supercar, a true joy in inclement conditions, and a hell of a lot of fun even when the roads are dry and smooth. It’s even more comfortable to drive than a regular Huracan and much less likely to dig its nose into the slightest inclines, too.

It’s the complete package, and while you’ll certainly have to pay for it, it feels very much worth every penny.

The post 2024 Lamborghini Huracan Sterrato Review first appeared on Yanko Design.

2024 Audi Q8 E-Tron Review

Posted on 02/02/2024 by Tim Stevens

PROS:

Engaging handling

Comfort seating

Plenty of storage

CONS:

Range still a bit short

No hands-off tech

RATINGS:

AESTHETICS

ERGONOMICS

PERFORMANCE

VALUE FOR MONEY

EDITOR'S QUOTE:

A refresh that moves Audi's E-Tron forward in all the right directions.

As far as EVs go, the E-Tron has been around long enough to have seen a few things. Debuting back in 2018, Audi’s first battery-powered ride was a great car in many ways, but it also felt lacking in others. Most notably, its range was on the middling side and its handling made it a pleasant drive but far from a memorable one. Finally, there was the name: E-Tron. It just didn’t really fit in with anything Audi had done before or since.

For 2024, it’s back, and now it’s called the Q8 E-Tron. Despite the new name, now fitting squarely within Audi’s model taxonomy, this is actually a subtle refresh. It’s so subtle that you’d be forgiven for not being able to identify the new car from the old were they sitting side-by-side. But, after having driven both quite extensively, I’m happy to say it’s a refresh that moves the car forward in all the right directions — though perhaps not far enough in some.

By the numbers

The Q8 E-Tron is, like before, a five-passenger SUV that, to my eye, looks more like a tall station wagon. Its height of 64.3 inches splits the difference quite handily between the regular Q8 SUV and the A8 sedan, so it really is its own thing.

It’s available in three trims, with starting prices in the U.S. just under $75,000 on the low end and $85,000 on the high end. The car tested here is a Prestige trim with just a few options added.

It has a dual-motor all-wheel-drive system offering a total system output of 402 horsepower and 490 pound-feet of torque. The range from the new and larger 114-kilowatt-hour battery is 285 miles per the EPA, while the maximum charging rate is 170 kW. In my testing, I didn’t come anywhere near that EPA rating, averaging 2.3 miles per kilowatt hour at best, for an estimated 243 miles from the 106 usable kWh in that new battery.

But don’t hold that against it. I did all my testing in the winter months, and that result is actually quite good given the low temperatures. Even the best EVs hate the cold. In the summer, I have no doubt that drivers will meet or exceed that EPA figure.

More importantly, the Q8 E-Tron did an excellent job of providing accurate, reliable range estimates based on weather conditions and terrain, something that many other EV makes still struggle with.

Deja-Q

Squint, and you’ll hardly be able to tell the difference between the Q8 and the E-Tron that came before. Put on your glasses, and the differences are still easy to miss. The highlights are definitely in the front facia, which is sharper, cleaner, and fresher than before. Revised lighting, too, makes the Q8 E-Tron have a subtly greater presence than before.

New 20-inch wheels also provide more visual intrigue from the side without compromising ride quality too much, but the overall visual aesthetic of the Q8 is still very much an understated one. That’s doubly so, thanks to a decidedly muted selection of colors. The shade you see here, Plasma Blue, is the most dramatic of the bunch, and yet it easily blends into your average parking lot palette.

Even less has changed on the inside, and that doesn’t bother me so much. The original E-Tron’s interior was a standout, and while it’s perhaps a bit familiar now, it still delivers in all the right ways. It also still bears the indentations in the door cars where the digital side-view mirrors would live in the American version of the Q8 E-Tron, were they legal. Five years after the original E-Tron’s launch, they’re still not.

Though mostly dark and dominated by soft-touch rubbers and plenty of harder, harsher stuff, the look is clean, and everything feels durable. The slash of open-pore wood across the dash, though desaturated and still not providing much visual flare, does at least add some organic appeal to what would otherwise be too cold a space. (Brown leather is also on offer, as well as off-white.)

The primary interface is a pair of touchscreens stacked vertically. The lower is primarily dedicated to HVAC controls and other features like smart home integration, charging, and toggling hill descent control.

The touchscreen above is the more significant of the two, where the bulk of Audi’s MMI lives and where either Apple CarPlay or Android Auto will be wirelessly displayed should you choose to enable it. To the left, there’s Audi’s Virtual Cockpit Plus, augmented further by a heads-up display.

That’s plenty of displays for sure. Though this version of MMI feels more than a little dated at this point, its voice recognition in particular offering little assistance compared to the more recent offerings from BMW or Mercedes-Benz. That said, it’s quick and easy to use, and the haptic pulse received when selecting touch controls is still a pleasant thing.

Interior comfort

At 193.5 inches long, the Q8 E-Tron is a big car, and it makes use of that volume by offering comfortable seating in the front or the rear. Out back, there’s plenty of legroom and headroom, plus a pair of USB-C ports and dedicated controls for rear HVAC, plus heating the rear seats.

Front seats add ventilation, and while the cooling isn’t particularly effective, the heating is certainly the more important part of the equation, and there they do not disappoint. The heated steering wheel, however, could use a few more watts.

Front seats are power-adjustable, with two memory settings, and visibility from the driver’s seat is quite good. The shaping of the A-pillars keeps them from blocking too much of your perspective, while the panoramic sunroof above helps keep things looking lighter and brighter than the dark materials otherwise would.

In practical terms, 28.5 cubic feet of cargo space make for a very livable machine. Fold the split rear seats, which flop down at the pull of a lever at the back of the cargo compartment, and you’re greeted with an expansive 56.4 cubic feet of space. Plenty for the most indulgent of trips to the big-box shops.

The drive

The outgoing E-Tron was pleasant to drive, calm and relaxed, quite nicely composed on the sorts of roads that will try the best of suspension systems. The revised Q8 E-Tron, I’m pleased to say, has lost none of that valuable, though ultimately forgettable demeanor.

What’s added is a surprising amount of engagement. The Q8 E-Tron, when pushed hard and toggled over to Sport mode, is quite fun to drive. No, we’re not coming close to the levels offered even by any member of Audi’s RS family. Still, revised steering and some subtle suspension tweaks help make for a car that’s eager when the road turns away from you.

It’s also eager when that road is straight and narrow. The new Q8 E-Tron feels even quicker than its 402 hp. To get maximum power, you need to be in Sport mode, where the throttle is sharpest. The Q8 E-Tron is genuinely eager, so eager that you’ll only want to deploy that mode when you’re by yourself, lest you threaten the patience — or the stomachs — of anyone else in the car.

They won’t have to worry about getting car sick from excessive regenerative braking, though. Like the old E-Tron, the Q8 doesn’t have much to offer. Tap the left paddle a few times to enable maximum regen, but the maximum is barely any. Audi’s dogged dislike of one-pedal driving continues, which continues to be a shame for any buyer who prefers not to step on the brake pedal so often.

Regarding safety systems, the Q8 E-Tron has a comprehensive stack, including automatic emergency braking, blind-spot monitoring with rear cross-traffic alerts, and a lane departure warning system. It was enough to earn it an IIHS Top Safety Pick+ award.

However, where more and more competitors offer hands-off highway driving, this SUV is still very much in the hands-on mode. Its lane-keep system also got a little confused when approaching exit ramps where the right painted lines split off to make room for the exit, resulting in an occasional, uncomfortable lurch. But the adaptive cruise worked well, always identifying and reacting to traffic early and smoothly.

Options and pricing

The 2024 Audi Q8 E-Tron you see here had a starting MSRP of $74,400, while the Prestige package added a further $10,400. Compared to the base Q8 E-Tron, Premium Plus adds on the better Bang & Olufsen sound system, ventilated front seats, and the 360 camera. Prestige steps that up further with a basic massaging system on those seats, which are now wrapped in higher-spec leather, with upgraded matrix lighting up front.

This car also blacked out much of the chrome with the $2,000 Black Optic Package, $400 for additional rear side airbags, and $595 for that Plasma Blue paint. Add on the $1,195 destination charge, and you have a final sticker price of $88,990.

That’s a comprehensively equipped and properly luxurious machine for that money. Really, it’s only the range that’s still a bit light compared to the competition, on par with something like the Mercedes-Benz EQE SUV’s 279 miles, but short of BMW’s iX, which offers 311 miles for comparable money. But, most buyers will find the E-Tron’s 285 miles plenty enough, and they’ll also find the Q8 to be a comfortable, upscale, and now subtly engaging all-electric SUV.

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