Author Archives: Peter Lyon

First Drive New Honda Civic Type R

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PROS:


  • New more mature-looking design

  • Brilliant handling 

  • Quicker and more responsive acceleration

CONS:


  • Exhaust note could be sportier

  • Cabin is very red

  • The LogR data-logger only works at certain tracks

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

This Type R feels seriously quick, light, chuckable and genre-beating. It just gets on with the business of driving as fast as the pilot wants, but making that driver feel like a production car series hero in the process.

It might only be the second Civic Type R model to come to the U.S. but it’s by far the best looking and most epic handling R we’ve ever seen. And Honda tells us that they will take their new road-going scud missile to Germany’s famed Nurburgring circuit ‘soon’ to recapture the “world’s fastest front-drive car” record—the one they lost to Renault’s Megane R.S. Trophy-R back in 2019.

Hurtling at 100 mph into Corner 3 on the Autopolis Circuit in southern Japan, the new Type R was tempting me to push harder. This 2023 Type R has higher cornering speeds than its predecessor and it’s so much easier to drive at the limits of adhesion.

Its weight balance is so well-sorted that you don’t have to provoke it into oversteer to get around a corner quickly. Steering response is pinpoint accurate and superbly weighted and the 4 piston Brembo brakes wipe off speed prodigiously and with little fade.

The 6th-generation is by far the best-looking

But before we dive into the juicy bits, let’s first revisit some of the brand’s history. This is the sixth generation of the Civic Type R, a high performance marque that normally appears at least a year after the base Civic launches. And this time it’s no different. Honda introduced its eleventh generation Civic in 2021, and followed that up with the hybrid version and Type R in 2022 to celebrate the 50th anniversary of the first Civic. This year also just happens to be the 30th anniversary of the very first “Type R” road car—the NSX Type R which went on sale in 1992.

The first ‘EK9’ Civic Type R of 1997 was a tame-looking 3-door hatchback based on the 6th generation Civic. It was very basic with some nice wheels, a rear spoiler and a naturally aspirated 1.6-liter pumping out 182-hp and 118 lb-ft of torque. It was the same story for the ‘EP3’ 2nd generation Type R that came along in 2001. It had new sports wheels, chunkier side skirts, a rear spoiler and a 212-hp 2.0-liter VTEC engine, but it still looked like a bread delivery van. The next ‘FN2’ Type R followed the same formula, even though it looked a little more futuristic.

Fortunately things started to heat up when Honda revealed the more extreme ‘FK2’ model appeared in 2015. That car looked more race car-inspired boasting splitters, wings, vents and a high performance 2.0-liter turbocharged engine packing 306-hp and 295 lb-ft of torque.

Seemingly inspired by the outgoing version, Honda’s stylists threw caution to the wind with the totally over-the-top 5th-generation ‘FK8’ Type R that arrived in 2017. That car had more edges and sharp lines than a Zaha Hadid designed museum, with bigger splitters, wings, vents and hood scoops than any 2.0-liter before it.

Can Honda regain its Nurburgring lap record?

But it was the 5th generation model that put the Type R name on the map when it posted a lap time of 7 minutes 43 seconds around the Nurburgring circuit in 2017, making it the fastest ‘front-wheel-drive car on the planet.’ That record, however was snatched away in 2019 when the Megane RS Trophy-R bettered Honda’s time with a blistering 7 minutes 40 seconds.

To rub salt in the wound, Renault brought their Megane to Honda’s home race track of Suzuka Circuit in central Japan in late 2019, and proceeded to rewrite the Civic Type R’s lap record by three seconds with time of 2 minutes 25 seconds. So it’s a given that straight after Honda recaptures the Nurburgring lap record, it will return to Suzuka to retake its spiritual home record. That should be something to see.

So what about the all-new car? When we say “it’s the best-looking so far,” we don’t really have much to compare with, given that the predecessor employed such busy styling that it looked strangely like something from Transformers. Of course, if you back to the earlier models, the ones that did not make it to the U.S., then we can see the evolution of the series. Even if we compare the new model to the previous five generations, with original version first surfacing in 1997, then we would still say that the latest version is the best-looking.

One look at the all-new model and you can see that it is altogether more mature and less flashy. Gone is that edgy, boy-racer styled, Fast and Furious-inspired design, replaced by more subtle edges and a less angry face. One colleague even suggested that it looked a lot like an Accord, and I had to nod in agreement. One reason—there’s no more 3D protruding hood scoop, a definite sign that Honda is trying to dial down its boy-racer image.

New Type R is more mature but still has plenty of attitude

Mind you, the Type R still has attitude, a lot of attitude. From its improved aero-body and triple exhaust pipes, to its brake-cooling front air intakes to its huge rear wing and rear diffuser, the Type R screams high performance. That’s right, all of the vents are real and functional this time, which adds to the car’s performance and helps to slice precious seconds off of lap times. The rear spoiler is still bigger than anything you would find on an Audi S3 or Mercedes-AMG A35, but this time, the R’s wing sits on shorter, more aerodynamic vertical struts rather than huge vertical metal plates like on its predecessor.

To keep the high performance nuance at max however, Honda retained the cool Ferrari-inspired triple aluminum exhaust design feature and carried over the rear diffuser from the old model. Also, the fake rear vents on the outgoing version have been replaced by a much smoother and more mature-looking rear bumper. The new model also gets a set of black side skirts, like the predecessor, but the stuck-on wheel arch extensions have thankfully gone. Instead, you now get flared wheel arches that have been neatly smoothed to sit flush with the bodywork. In addition, the cool-looking vent behind the front wheel is functional in that it cleans up the airflow coming out of the wheel arch to reduce drag down the side of the car.

All of these upgrades combine to make the new car not only more aerodynamic and planted, but make it look far more mature. It still stands out of course, but you won’t be embarrassed to show it off to your car buddies.

Inside, the Type R hints strongly at what it was made for. With its bright red seats and carpets, red stitching on a black Alcantara-wrapped steering wheel (to help soak up sweat!!) and its aluminum accented dash, the R lifts the adrenalin level even before you fire up its engine. But perhaps, stylists may have used a little too much red. It’s everywhere. The compact aluminum gear knob, that fits perfectly in the palm of your hand, is vintage Honda and puts a smile on your face every time you flick through the gears. I’d argue that it’s mechanical precision and nice short throws are nearly as good as the 6-speed stick shift on the NSX, or at least as good as that on the now-out-of-production S2000.

In the hot seat

Speaking of that engine, there is some good news about that too. The new Civic doesn’t just benefit from weight saving and beefier rigidity, it also employs the most powerful Type R powerplant ever courtesy of its uprated 2.0-liter turbocharged four-cylinder engine. This unit gets revised turbo geometry, improved cooling and more exhaust back pressure to sharpen up its responsiveness. It’s married to that brilliant 6-speed manual gearbox and pumps out 315-hp and 310 lb-ft of torque, increases of 9 hp and 15 lb-ft over the old Type R.

Exercise your right boot generously and the tacho and digital rev bar climb quickly towards its 7000rpm redline, complete with blinking F1-style red gearshift lights. Power arrives in a constant, linear ascent, and almost feels naturally aspirated in the way it climbs. Keep the turbo spinning between 3000 and 7000 and you’ll have prodigious amounts of power ready for the taking. But because of revisions to the chassis and suspension, you’re able to get that power down onto the tarmac better than ever before, a development that realizes quicker lap times.

The Type R continues to use Honda’s automatic rev-matching tech, which is now 10% faster according to Honda. Of course, you can switch it off if you prefer to heel-and-toe for real, but it works superbly when left on. Also, the rev-matching helps to make day-to-day driving smoother and is a helpful feature for those new to manuals.

The Autopolis track was the ideal place to put this R through its paces. As I punched the brake pedal quickly and grabbed 3rd on entry to a 70mph right-hander, the R hunkered down with massive grip from the Michelin Pilot Sport 4S tires and then launched out of the exit with an almost overconfident “is that all you got?”

This car feels seriously quick, light, chuckable and genre-beating. It just gets on with the business of driving as fast as the pilot wants, but making that driver feel like a production car series hero in the process.
It is very clearly in its element on a race track. But it does feel stiff. We took it for a one-hour on public roads too and while the car can cope with bumps and tram-lines and potholes, the Type R is definitely on the firm side.

When you drive at full throttle on a circuit like this, it occurs to you that the “Fastest front-wheel-drive car in the world” (as Honda says it will be!) was made possible thanks to the development team’s efforts in fine-tuning their Type R entry in Japan’s Super Endurance Series. The difference in acceleration and handling between the previous generation and the new model was eye-opening and grin-generating.
The front suspension has been modified to provide improved traction and turn-in at the limits, while the rears squat nicely thanks to their reinforced rear rigidity, providing better around grip and quicker exits from corners.

To elevate the thrill level on track, Honda has fitted a data logger, aptly named “LogR.” This device will time your laps, but more importantly, determine how good your driving technique is and then give you a score. During my test drive session, former Japan Touring Car and F3000 champion racer Akihiko Nakaya scored 96 points, the best score of the day. My score was a little lower as I was not as familiar with the track as he was, or at least that’s my excuse.

The only downside is that the Type R still doesn’t sound as sporty as it should, even with the new model’s improved exhaust flow and active valve design. If only the designers, or should we say engineers, had added as much aggression in the sound department as they have in the aerodynamics and interior styling departments. It doesn’t bark, pop or crackle like a Toyota GR Corolla, Ford Focus RS or Hyundai Elantra N, and the synthetic exhaust note pumped inside through the speakers needs a tweak.

Expectations are high for the new model, as the previous generation became a hit, selling 47,200 units worldwide. I am half saddened by the thought that this will be the last gasoline version of the Type R that I will be able to test drive on the race track. I am half enthused though to see what the Type R electric version might look like.

Pricing and Options

Rivals from Toyota, Hyundai and Renault, for example will be the Type R’s strongest competitors, especially since they significantly undercut the Honda’s $43,990 base price. As far as options go, the Type R pretty much comes like this straight out of the box. You can choose from one of two Michelin brand tires, including the more road-going friendly Michelin Pilot Sport 4S we used in Japan.

Put up against its rivals, the Type R may be a little more expensive, but then again, if Honda can recapture the R’s ‘fastest front-drive car’ title at the Nurburgring, then the extra status could be a deal-maker.

The post First Drive New Honda Civic Type R first appeared on Yanko Design.

2022 Tesla Model Y Review

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PROS:


  • Long range of 330 miles and quick ‘Supercharger’ network

  • Blinding acceleration

  • High levels of in-car tech

CONS:


  • Steering could generate more feedback

  • Firm ride for SUV

  • Nearly all operations must be done through the touchscreen

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The Y’s steering is light and while it could have weightier feel, it is still quick to respond to inputs, giving you a sense of control and connection through corners.

Tesla CEO Elon Musk transformed the automotive landscape when he launched the fully electric Model S a decade ago. Its combination of cool styling, blistering performance, industry-leading range and a game-changing quick-charge network resonated with customers who were ready to fork over sums clearing $100,000. In quick succession, he added the Model X, Model 3 and, most recently, the Model Y, and has dangled soon-to-be-launched models including the Cybertruck, the Semi and even a new roadster in front of an ever-growing Tesla audience.

In this review, we will examine the ‘Model Y Long Range,’ (in contrast to the super-quick ‘Performance’) the brand’s latest mainstream marque to see what it has to offer. Boasting an EPA-rated 330 miles of range, a new SUV body style, rocket-like performance and user-friendly onboard tech, the Model Y will appeal to motorists catering to family needs, but who also want some Tesla street cred. The Y, however, is not the perfect EV for everyone and has a few aspects that may lead potential buyers to rethink their choice. Let’s move right into the review.

Model Y shares 75% of its parts with the Model 3

Employing the same platform as the Model 3, the Y shares around 75% of its components with the 3, which includes a familiar-looking front end, an almost identical interior and the same powertrain. The Y however offers optional third-row seats for a seven-passenger capacity.

In North America, the Y debuted in March 2020, a time that coincided with the start of the pandemic. That forced the company to shutter factories and caused major disruption to parts supply chains. But the car’s SUV-style styling, range, dimensions, acceleration and pricing helped it clear those various hurdle, enabling it to sell 161,000 units in 2021. In fact, The Y is expected to outsell last year’s sales figures, and is on track to become one of the world’s best-selling cars.

CEO Elon Musk told a recent gathering of shareholders that the Model Y will be the world’s best-selling vehicle from a revenue perspective this year. In addition, Musk said that the Y will be the world’s number one vehicle in terms of overall sales volume in 2023. The Model Y’s sales success is even more significant when you consider how expensive it is. Never before has a $70,000 car sold roughly 150,000 units per quarter (Tesla only gives combined Model 3/Y sales figures, so precise Model Y sales are unknown).

Model Y finally arrives in Europe and Japanese showrooms

Strong demand at home and various parts supply issues helped delay the Y’s launch onto the international stage, with the car finally landing in Europe and Japan this year. When Tesla launched the Model Y a month ago at Japan’s first owner’s delivery event, it was comprehensively covered by the local media with many journalists shocked to hear that most buyers bought their Y online without having seen one or test driving one. With all of Japan’s Model Ys being sourced from the Gigafactory in China, Tesla Japan tells us that between 20 to 40 Model Ys are scheduled to be delivered to their new owners every day until the end of 2023. The fact that Tesla’s Supercharger network is expanding at a good pace in the home of Angle’s star Shohei Obtain helps sales too.

With prices starting from $65,990, the all-wheel-drive Model Y will go head-to-head with the Ford Mustang Mach-E, Audi Q4 e-tron, Hyundai Ioniq 5, Kia EV6, Mercedes Benz EQA, Nissan Ariya, BMW iX3, Volvo C40 Recharge and VW ID.4, even though most offer cheaper entry prices to their respective ranges than the Model Y.

The Y takes strong design hints from the 3

It goes without saying that the Model Y borrows heavily from the Model 3’s lines. Both use the same basic architecture, with the obvious differences being an increased ride height for the Model Y, along with a higher roof line, and black plastic trim around the door sills. While the Y’s nose section appears almost identical to the 3’s, the rest of the Y’s body looks like a 3 that’s been stretched upwards using photoshop. The Model Y’s slanted roof pinches its back window, impeding visibility. However, this problem plagues many new SUVs with the same popular half-SUV, half-coupe shape. Yes, it is functional but it’s no where near as pretty as the aging Model S’s exterior which boasted some of the industry’s best proportions over a decade ago.

For 2022, Tesla is making some small changes to the Model Y. These range from a new, lighter 12-volt lithium-ion battery (replacing the traditional lead-acid one) and laminated rear windows to better insulate the cabin from noise.

Spartan, minimalist interior is futuristic

Dashboards boasting massive central touchscreens and no gauges are a sign of the future. Following in the footsteps of the Model 3’s interior, the Model Y’s minimalist cockpit offers few surprises in the design department, with the huge 15-inch central touchscreen dominating the chic but spartan cabin. In fact, the only physical controls to be found are on the multi-function steering wheel and column stalks. Every adjustment that must be made to air-con, steering wheel tilt or telescopic functions, door mirror angles, and of course audio and satnav, must be made though the touchscreen. Luckily it has impressive graphics and quick response times. Switching to a Tesla from a standard gasoline powered or hybrid car is a big adjustment for drivers as even reading the Model Y’s speedometer, which hides in the top right corner of large touchscreen, can be challenging at first. Some drivers may find the steep learning curve too much to overcome.

The Y’s cockpit delivers high levels of comfort in some areas and disappoints in others. The seats are well padded and provide sufficient leg and back support, but the simulated leather upholstery does not breathe well and will retain heat in summer. As you’d expect from a clean dash with minimal switches, the climate control is touchscreen-operated and can be fiddly to quickly find, adding to frustration.

Why don’t all carmakers offer twin smartphone charging pads?

Like a new iPhone 14, drivers will need to take extra time to learn the ins and outs of the touchscreen. Speaking of smartphones, one feature we particularly liked was the Model Y’s twin charging pad located just under the touchscreen which lets passengers lay two phones on charging pads side by side. Why doesn’t everyone else do this? The Y’s air-con can cool and heat the cabin well, but it has to work hard if the sun is shining through the Y’s large glass roof. Like many EVs now, you can remotely switch on the air-con before you get in, which can save the day.

Fitted to the Y, Tesla’s Autopilot system uses a combination of cameras and sensors to scan your surroundings and channel data into advanced cruise control programs that can significantly lower driver fatigue levels. But during our test we felt that the standard adaptive cruise control worked well enough.

You can open your car with your smartphone. As long as you’re logged into your car with your smartphone app, the car will unlock and turn on when it detects your phone. If you don’t want to use your phone, you can opt for a separate smartcard that unlocks the car when you hold it up to the B-pillar.

The Driving Experience

Tesla established itself as a maker of blisteringly quick electric cars back in 2009 with the introduction of the Roadster model. It followed this up with the Model S in 2012, the unique ‘falcon wing’ door fitted Model X in 2015 and the Model 3 hatchback later in 2017, all offering supercar equivalent acceleration. We’ve all seen YouTube videos of Teslas trampling over Lamborghini Aventadors and Nissan GT-Rs to 60 mph and the quarter mile, so we don’t need to reiterate how quick any Tesla is.

As mentioned above, you get a choice of two specs; the Long Range or the Performance. If you opt for the former, you get a 75kWh lithium-ion battery, which the EPA rates at 330 miles for the Long Range Dual Motor specification. Upgrade to the ‘Performance’ spec and your range falls to a claimed 303 miles, but in return power leaps from 434-hp to a massive 563-hp. The EPA also estimates that the Long Range version is good for 131 MPGe in the city and 117 MPGe on the highway, while the Performance spec’s fuel numbers are 115 MPGe city and 106 MPGe highway.

In Performance guise, the Y is capable of jumping from zero to 60-mph in 3.5 seconds and reaching a top speed of 155-mph. Even in Long Range spec, it is still able to post a pleasingly quick zero to 60-mph time of 4.8 seconds and a 135-mph top speed. Of course, the Model Y’s dual-motor/all-wheel-drive set-up helps get the power down when you need that quick bout of grunt, but, in everyday driving, it will settle nerves when roads are slippery.

The Model Y’s firm suspension delivers the liveliness and precision of a sports car, some would say ‘supercar,’ but not without the sacrifice. Sure, the Y is a very comfortable cruiser on smooth interstate of local roads, but once on rougher terrain the car’s overly firm set-up can become jittery, and you’ll notice some harsher crashes and bumps. Ride quality improves a smidgen on Model Y’s with 19-inch tires, but if you prefer a less jittery and more compliant ride, then perhaps you’d better look elsewhere for your EV.

While the ride is a little on the firm side, handling in the 4,416-lb Model Y is good and predictable. The steering is light and while it could have weightier feel, it is still quick to respond to inputs, giving you a sense of control and connection through corners. It does not, though, have the driver engagement of, say, a BMW iX3, but the Model Y is still a very capable handler.

Using regen braking with one pedal allows a complete stop

Veteran EV drivers will enjoy the adjustable regenerative braking which allows carefree one pedal driving. We were particularly impressed with the Y’s ability to drive and stop smoothly using just one pedal—the accelerator. Unlike many of its European or Japanese rivals, the Model Y will come to a complete stop when you lift off the throttle, and without touching the brake. In heavy traffic though, it does take some getting used to. While Tesla claims you can charge from 10% to 80% of battery capacity inside of 30 minutes, it also says that you can top up 200 miles of range in just 15 minutes at its ever-expanding Supercharger network. The Model Y should qualify for the U.S.’s new $7,500 tax rebate starting January 1, 2023 under the new Inflation Reduction Act. More details on that later.

PRICING AND OPTIONS

There are basically two prices for the Model Y: $65,990 for the Long Range, and $69,990 for the Performance. Interestingly, options are few and far between. Unlike rivals which supply options for seats and trim, wheels, paintwork, audio system, and even interior illumination, the Model Y only offers options for body color, seats and wheels. Everything else comes as standard. While it does offer impressive tech on its huge display like Spotify and YouTube, it does however clearly lag behind the rest of the industry, though, in smartphone integration with no Apple or Android options.

CONCLUSION

When it comes to delivering a pleasing mix of roominess, range, tech, performance and quick charging for SUV, the Y stands heads and shoulders above the rest. Of the two versions, we prefer the Long Range (LR). It may lack the ballistic acceleration of the Performance but it is still quick enough. But of all the EVs on the market now, we’d have to rate the Model Y as one of the best, even at a starting price of $65,990.

However, in saying that, we cannot ignore the car’s quirks, such as an overly firm ride, challenging touchscreen operation and no Apple or Android access—which we feel may be deal breakers for some potential EV buyers. Our best advice would be to test drive one and see how it fits your lifestyle.

The first 3 recipients of the Tesla Model Y in Japan

The post 2022 Tesla Model Y Review first appeared on Yanko Design.

Toyota bZ4X electric crossover review

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PROS:


  • Rewarding cornering and smooth ride quality

  • Stylish interior

  • Good connectivity features

CONS:


  • Real-world range is lower than expected

  • No one-pedal drive mode

  • Difficult to find natural feeling seat setting

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The bZ4X’s focus on practicality and comfort makes the whole package feel
more like an electric Toyota and less like an EV with a Toyota badge. So it
should appeal to those buyers thinking of switching from gas to EV.

Given that Toyota was the gasoline-electric hybrid pioneer with its Prius, a car that helped to push the entire car industry towards an electrified future back in 1997, it’s a little perplexing that Japan’s biggest carmaker is finally entering the electric vehicle market as late as 2022 with its first-ever, mass-produced battery EV, the bZ4X crossover.

Toyota late to EV game but has actually worked with electric motors since 1997

Toyota may appear to be slow on its electric vehicle uptake, but if the truth be known, the firm actually has well over 25 years of history developing and marketing electric motors. It’s just that the vast majority of those electric motors were married to gasoline engines that gradually formed the company’s substantial hybrid range. Apart from its strong focus on hybrids, which now basically encompass the whole lineup, Toyota has in fact dabbled with EVs in the past. Some may remember the RAV4 EV from 1996, the battery electric SUV sold only in California as a compliance car, which when translated, means that it was only produced in small numbers to meet regulatory requirements. The firm also built a few low volume inner-city EVs like the eQ—an electric version of the iQ that debuted in 2012.

The bZ4X however, is Toyota’s first global EV. Ignoring the EV strategy that Nissan introduced back in 2011 with its Leaf, Toyota’s CEO Akio Toyoda came out late last year and announced that his company will join the EV world in earnest with a staggering 30 EV models planned for launch globally by 2030. He went on to say that out of the 8 million electrified cars planned—with ‘electrified’ referring to any model with an electric motor (hybrids, plug-in hybrids, hydrogen-powered fuel cell cars [FCV] and EVs)—it aims to sell some 2 million battery electric and FCVs by the end of the decade.]

ASIDE: Toyota has recalled all of its bZ4X vehicles due to the hub bolts potentially loosening up and causing the wheels to come off. According to Toyota, this results “from repeated sharp turns and sudden braking.”

A letter sent by the automaker to customers is not only a reminder of the recall and the safety concerns involved, but also an update. Toyota admits that it doesn’t yet have a fix in place for the vehicle. While it will be a major inconvenience for new Toyota bZ4X owners to park their vehicles indefinitely, Toyota is going to great lengths to help its customers. Toyota notes that owners should contact any authorized Toyota dealer to arrange to have their vehicle picked up. The dealer will pick it up, transport it, and store it for free until a recall fix becomes available.

Getting back to the story—

To be blunt, the bZ4X name is silly and not a name that will catch on easily. But according to Toyota, at least, there is method in the madness. The bZ is short for ‘Beyond Zero’ and refers to the car’s zero emissions, while the ‘4’ focuses on vehicle size (as in RAV4 size) and the ‘X’ means crossover. The ‘bZ’ will form the prefix for the names of at least six more EVs that are expected to roll out from Toyota’s global plants over the next few years.

Getting to the heart of the bZ4X

The bZ4X sits on a bespoke electric vehicle platform named e-TNGA in Toyota-speak which was co-developed with Subaru (for their first-ever EV – the Solterra) as was the drivetrain. If the Toyota-Subaru collaboration sounds familiar, it is. Around a decade ago, the two carmakers teamed up to build two identical gasoline engine powered sports cars, the Toyota 86 and the Subaru BRZ. Now, the two companies have gone to the opposite end of the car-making spectrum to build electric SUVs.

With the bZ4X, two models are being offered at launch: the front-wheel-drive, single motor, entry-level model, and the four-wheel-drive, twin motor flagship. Similarly sized to the RAV4, the electric SUV’s wheelbase is 6.3 inches longer while its height is 2 inches shorter. Its exterior looks are edgy, sporty and futuristic, which at first glance, come across as stylish and well-proportioned. That said, this Toyota EV does also have some quirky design features, so let’s dive in and check the pleasing with the perplexing.

Exterior features nice touches like the ‘hammerhead’

It boasts sharp angles and organic curves with what Toyota calls a ‘hammerhead’ front end design, which when translated means a large panel where the grille would normally be. In contrast to its steeply raked rear window with oddly split rear roof spoiler to enhance aerodynamics–apparently, the nose section’s hammerhead works in nicely with the styling of the RAV4 and new Venza to create common design philosophy with bold surfaces and edges.

At the front end, you get sleek LED headlights and daytime running lights in addition to carefully thought-out aerodynamic air vents that fold around the outside extremities of the front bumper creating airflow that maximizes range. At the lower section of the front bumper, Toyota had fitted a specialized vent to supply airflow for the liquid-cooled lithium-ion battery pack. The body lines on the bZ4X are clean and distinct with accented lines extending from the nose edge, and down the hood channeling air towards the A-pillars. And I like the gloss black section between the grille area and hood that’s accented by a chrome strip. Looks classy. I also like the Bridgestone Alenza 20-inch wheels and tires that suit this SUV. Smaller 18-inch rubber are optional but don’t fill the wheel arch properly.

What I’m not so enthusiastic about are the lumpy matte black wheel arch surrounds that are appearing on so many SUVs these days. According to stylists, they are aimed at making the vehicle’s side profile look thinner, more elegant and sportier. But the way the off-black expanse also cuts through the charging port cover is also a little eyebrow-raising. Yes, I know design is subjective, but I’d rather see these wheel arch blobs disappear and those wheel surrounds painted the same color as the rest of the car. Same goes with the rear bumper area which is fitted with the same matte black plasticky finish.

Cabin tech and material levels good but driving position questionable

Inside, the bZ4X is just as innovative as the exterior, if not more so. It’s visibility is good all round and the cabin is spacious with plenty of leg and headroom front and back. But the all-new dash interpretation will take some getting used to. For starters, your steering wheel, although it’s in a normal place for a steering wheel, strangely sits lower (from the driver’s eye point) than the instrumentation, which is set at least one foot back into your dashboard. A bit like the Peugeot 208, the gauges look good, but for some drivers, it will end up being a touch annoying. Why? Because no matter how you set up your driving position, utilizing the flexible tilt and telescopic steering wheel and adjustable seat functions, you will still end up blocking out some of your instrumentation from view. I do like the quirky, futuristic nature of it though, but some people will find themselves leaning forward while driving to see some dials.

In addition, a lot of the functions for drive and charging modes appear on the 7-inch screen in front of the driver, which in turn is operated using buttons located on the steering wheel. This can be a little fiddly until one gets used to it.

Meanwhile, the materials used inside are of high quality like the synthetic leather, plastics and the coarse fabric on the dashboard in front of the passenger is refreshing. The seats are comfy and supportive, and of course we cannot ignore the huge floating 12.3-inch infotainment touchscreen dominating the center console. It boasts sharp graphics, easy use and quick response times, and features a decent amount of technology. One thing you will need to It gets Apple CarPlay and Android Auto, an on-board Wi-Fi hotspot, and wireless smartphone charging all included.

Behind the wheel

The two bZ4X powertrains have nearly identical batteries: a 63.4-kWh battery pack in the single-motor model and a 65.5-kWh pack in the dual-motor version. The EPA range estimates for the FWD, single-motor model are 252 miles (for XLE spec), while the all-wheel-drive version covers 228 miles. Although in the real-world, expect this number to undercut 200 miles in city driving and 180 miles in highway cruising. With a Level 2 supply, the 6.6-kW charger can top up the battery in 9 hours. At a DC fast-charger, Toyota says that adding 80 percent charge takes less than 60 minutes. On the plus side, Toyota is the world’s first carmaker to guarantee its EV battery will retain 90% of its rated range after 10 years. Most EVs up until now require battery replacement after around 8 years.

A front-wheel-drive, single-motor configuration is standard on the Toyota and offers 201 horsepower—power that perfectly matches that of the Kia Niro EV and VW ID.4. The bZ4X’s all-wheel-drive version has two motors, but power increases only marginally to 215 horsepower. That’s significantly less than the 295-hp four-wheel-drive ID.4 or the 320-hp four-wheel-drive IONIQ 5. Honestly speaking however, you don’t really feel the need for more power in most driving situations, with the bZ4X producing enough acceleration to get the job done, even merging onto highways. Put another way, it’s quicker than most small gasoline powered SUVs but slower than most rival crossovers like the Mustang Mach E or Tesla Model Y.

Lack of full one-pedal driving

Another eyebrow raising feature is the lack of full one-pedal driving. Many EVs can use their regenerative braking to slow the car down, in addition to coasting, and are able come to a full stop when you lift off the accelerator. With the bZ4X you have to slow down by removing your right boot from the throttle and depressing the brake pedal. You may say, “isn’t that normal?” Well, it’s not in many EVs today which allow the car to decelerate quickly by just letting off the gas pedal. Regenerative braking can be augmented via a button on the center console, but the bZ4X stops short of offering true one-pedal driving that’s offered on many of its rivals. Toyota, apparently, has chosen this path because it says it wants drivers to stay involved in the driving process.

The bZ4X’s maintains excellent straight line stability at speed, while its ride is compliant over bumps without feeling overly soft. And the steering has a decent amount of weight and feel and channels a good amount of feedback to the driver from the road surface. On the road, the bZ4X is fairly quiet for an EV, though other electric crossovers do a better job of keeping wind and road noise out of the cabin. The bZ4X also goes a little overboard with a myriad of warning beeps, which is unfortunate as you can’t turn most of them off.

The Toyota bZ4X might be one of the sharper looking and better equipped EVs when compared to non-luxury rivals like the Tesla Model Y, Ford Mustang Mach E, Chevrolet Bolt EV, Hyundai Kona Electric and IONIQ 5, Kia Niro EV, Nissan Ariya, and the Volkswagen ID.4, not to mention the bZ4X’s sister crossover in the Subaru Solterra, so its a shame that its real-world range languishes behind the majority of its competitors.

Prices and Options

Pricing starts at $43,335 for the single motor model XLE and climbs to $48,035 for the Limited version. Either grade can be specced with a single motor and front-wheel drive or dual motors and all-wheel drive. Upgrading to dual motors and all-wheel drive cost $2080 for each trim. Standard equipment includes a panoramic glass roof, adaptive cruise control, lane-departure warning, lane-keeping assist, blind-spot monitoring, rear cross-traffic alert, and Safe Exit Assist. The Limited’s additional features include a motion-activated power liftgate, a heated steering wheel, heated and ventilated front seats, a multi-view camera, 20-inch wheels, and Softex faux-leather upholstery. The Limited’s extras make it worth the extra dollars, but we’d stick with the standard front-wheel drive powertrain.

The bZ4X’s focus on practicality and comfort makes the whole package feel more like an electric Toyota and less like an EV with a Toyota badge, and that’s comforting for anyone thinking of making the jump from gasoline to electric. The Toyota crossover’s seating position may be a little quirky but it drives well, boasts plenty of tech, is priced keenly against its rivals, delivers acceptable range and offers a spacious cabin for the whole family. Rebates and incentives award up to $7,000 or $9,500 toward the price of a new EV, but depending on your state and income status, you may not be eligible. So check your local Toyota dealer for details.

The post Toyota bZ4X electric crossover review first appeared on Yanko Design.

FIAT 500e Open electric review

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It’s been some 65 years since Fiat first debuted the legendary original nuova 500. From the late 1950s through the 1960s, it was a city car that delivered accessible driving to the masses with loads of practicality and a special design flair that only the Italians could offer. It was tiny, affordable, cleverly made and more than anything, it was groundbreaking in its conceptualization.

In 2007, the 50th anniversary 500 was launched boasting a delicious mix of retro nods to the original model but with a dash of modern design nuances to give it a 21st century flavor. And in 2017, Fiat celebrated in 60th anniversary with an update and an exhibition at the Museum of Modern Art in New York City. This design icon has sold over 6 million units since it first appeared in 1957, and now it’s going electric.

The 500e is the cutest EV on sale today

In the early 2020s, if the Audi e-tron GT is commonly referred to as the best looking electric car on the planet today, then the Fiat 500e, the brand’s first-ever pure battery-powered car must be the cutest EV on sale right now.

And that’s saying a lot. Why? Because over the last year, the market has literally been flooded with new EVs. So the Fiat has a lot of competition. Over the last 2 years for example, we’ve seen the Ford Mustang Mach-E, BMW iX and i4, Mercedes Benz EQA, EQB and EQS, Audi e-tron GT, Honda e, Mazda MX-30, Toyota bZ4X, Subaru Solterra, Nissan Ariya, Lexus RZ, Ford F-150 Lightning, Volvo C40 Recharge, Porsche Taycan, Polestar 3, Volkswagen ID.4, Peugeot 208 and 2008, Citroen E-C4 and Hyundai Ioniq 5. Even the upcoming Lucid Air, Rivian R1T and Fisker Ocean have some innovative design traits, but nothing can come close to the 500e for cuteness.

Now the car you see here might look like the Fiat 500 that’s been around for a few years, but this one is no mere facelift. It’s an all-new car and its only available with an electric powertrain. The key differences in the design department are that the new EV version does not have a conventional grille, but a thick wide bumper with a larger ‘500’ logo and a small vent to cool the batteries. The headlight design has been split in two, with the main LED headlight looking like an eye located on each side of the front bumper while the daytime running light, which has the effect of an ‘eyebrow’ situated above the eye, sits on the edge of the hood. A separate daytime running light located below the headlight, sort of looks like some blusher on its cheeks. Very chic.

The retractable roof offers a unique convertible experience

The new 500e is 3 inches longer, 1.5 inches taller and 3 inches wider than its predecessor, giving it slightly more road presence. But what really sets this ‘Open’ spec off is its power-operated roof. When you push the roof switch on the dashboard the vinyl roof section retracts automatically all the way to half way down the rear window, giving a unique convertible experience. It’s not a convertible, and it’s not a targa top is the conventional sense. Think of it as the roof portion folding back and disappearing into the upper trunk. For my money, this ‘Open’ spec model offers the highest fun factor of the new 500e lineup, by a country mile. Whether closed or open, this chic topless version made me want to drive the car with its top down more than just about any convertible I’ve ever driven.

All models however get a stylish chrome strip down the side, a chrome badge and chrome surrounds around the windows. Although 15-inches is offered on the base grade, our flagship model wore 17-inch wheels and looked better for it. Meanwhile at the rear, the 500e has a new LED tail light design and I like the way designers have added a strategic ‘500’ logo that hides inside the brake light assembly and a sporty roof spoiler, which is really just for show, having no real aerodynamic qualities. The rear bumper is substantial in size, making the car look a little bigger than it is from the rear. And obviously you won’t find an exhaust pipe because it’s an EV.

Designers went to town inside the car

But it’s on the inside where the 500’s had a real overhaul, with an all-new infotainment system and a big style upgrade with nods to its Turin plant on the center console and door cards. Designers really went to town in here and you can see it. The large 10.25-inch touch-screened infotainment system is a real surprise because it looks good, is easy to use, has excellent graphics and comes with Apple CarPlay and Android Auto compatibility. As for tech, it doesn’t disappoint. Even the mid-range Passion models get a rear view parking camera, lane assist, blind spot warning and adaptive cruise control.

Basically everything in here is either chic or cute with a unique Italian flair. Boasting a two spoke design the steering wheel offers tilt and telescopic functions, with manually operates seat adjusters to find your ideal driving position. The dashboard is totally redesigned and offers a choice of coverings including a synthetic ‘techno-wood’ selection.

Our test car was the luxury ‘Open’ spec model with cream colored leather seats, a combination that makes it feels light and airy. At least it does up front as you get loads of head and legroom. The back seats however are cramped and really only for ankle-biters. The boot too is small too, though the 185 liter volume is still greater than a Honda e, which just happens to be one of its main rival in this class. I also like the way designers retained plenty of physical buttons, like the air-conditioning and drive modes switches— including ones which open the door, strangely. This is in direct contrast to th every digitally oriented Honda e with its full dashboard-width TV screens.

The 500e will come up against a growing number of small electric rivals including the Honda e, Mini Electric, Smart EQ Fortwo, Peugeot e-208 and the Renault Zoe. To help it compete, the 500e is available with a relatively long official range of up to 199 miles, but in the real world, expect that to drop to around 160 miles depending on traffic conditions, weather conditions and of course the way you drive. Yes, you will have to study a new style a driving to get good range. When it’s cold or very hot, your battery life will suffer more than when the temperature is mild. And range is also very dependent on how much air-conditioner you use.

It’s 42kWh battery generates up to 199 miles of range

In top-spec ‘Icon’ or ‘Open’ trim, the 500 electric hatchback looks like a winner on paper. With the larger 42kWh battery, you can achieve a WLTP-rated 199 miles on a single charge and thanks to 85kW charging capability, the carmaker claims this 500 electric can recharge using a 50kWh quick charger from 0 to 80 per cent in 35 minutes. What makes this range possible? The gutsier battery of course. While a smaller 24kWh 115-mile base grade is available, our top-spec Open test model gets the 42kWh battery and a 117-hp motor with 220Nm of torque that generates perky acceleration and jumps from zero to 60-mph in under 8.0 seconds. Throttle response is instant so it feels quicker than it is.

The very huggable 500 is built essentially for town use, so it has a tight turning circle and is a treat to navigate narrow streets or dart away from traffic lights. With its center of gravity located deep down in the chassis thanks to the low mounted battery pack and electric motor, the car resists the urge to lean in the corners while boasting plenty of grip.

On the move the new 500’s light steering and small wheelbase make for an excellent city car. While it’s light and easily maneuverable in town, the light steering settles down at higher speeds with more feedback. As you’d expect from an electric car, there’s instantaneous torque available too – and with 220Nm, there’s plenty of it.

Drivers need to get used to the three drive modes

To help drivers perfect their electric car driving skills and generate the longest possible range, Fiat has fitted three drive modes: Range, Sherpa and Normal. Fairly aggressive brake-regeneration means one-pedal driving is an option in ‘Range’ mode, although flip it into ‘Normal’ and the 500 coasts a bit further – probably the most familiar option for recent converts to pure-electric driving. Properly regulate the throttle pedal and the car will come to a complete stop. But it much be said that one-pedal driving does take some getting used to, and may not be for everyone. Why? Because you have to change your style of driving completely by just using the foot-on acceleration and foot-off deceleration functions of the throttle.

In ‘Sherpa’ (which originates from the Nepalese mountain guides who boast expert mountaineering skills) mode, the car extracts as much battery range as possible and limits top speed to 50mph. Unfortunately you can only switch modes when completely stopped, which we found awkward.

With the extra weight of the battery and sitting on optional 17-inch wheels, the ride is a little choppy at low speeds with potholes, expansive joints and bumps sometimes upsetting the otherwise decent refinement. At highway speeds the ride does settle down further, giving the 500 an ability to soak up longer journeys. However, as expected, the fabric-roofed ‘Open’ version has its good side and its ‘could-be-better’ side. First, the good side is that when in open roof mode, the wind is not as intrusive as other convertibles and targa tops, thanks in part to an ‘air cap’ at the top of the windscreen which diverts airs over occupants’ heads. What could be lessened however, is the wind and road noise penetrating the car when its roof is closed.

Even though the 500e has a few foibles and will take some getting used to, is is a blast to drive. It’s gutsy enough to enjoy on any road, and it’s small enough to park anywhere which means you will save time parking it. In a way, it’s kind of like a cute, perfectly groomed pedigree poodle that draws people towards it, wanting to pet it. In the same way, the tiny Fiat has the ability to draw people in, wanting to ask what it is. They think it’s a 500, but because of the new headlights, grille revision, wheels and other strategic updates, they were not sure. Either way, when several ladies heard that the 500e is purely electric and had a retractable roof, they let out the same ‘awww’ they’d saw when petting that cute poodle!

Prices and Options

Prices for the base grade entry-level model with a 115-mile 24kWh battery, start at around £14,000. But we’d highly recommend the 42kWh model with up to 199-miles of range as the more usable alternative for around £30,000. The car does come in a selection of body colors which can add between £450 to £1700 to the cost. They include Ice White, Onyx Black, Red by Red, Mineral Grey, Glacier Blue (£600), Rose Gold (£600), and Ocean Green and Celestial Blue for £1700.

Over the last year, the 500e has come up against a growing number of small electric rivals including the Honda e, Mini Electric, Smart EQ Fortwo, Peugeot e-208 and the Renault Zoe to name a few. While all of these competitors offer some great packaging, handling and charging protocols, in terms of cuteness, chicness and drivability, we’d have to lean towards either the 500e as offering the best, and most entertaining package of the bunch. The only down side, apart from its barely acceptable real world range, would have to be the cost starting from around 4.85 million yen in Japan, or £30,132 in the U.K. But is you’re looking for a second car, or a city runabout and you want to switch to electric, this 500e in my book at least, is the most satisfying choice out there.

The post FIAT 500e Open electric review first appeared on Yanko Design.

2022 Nissan Ariya EV Review

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Nissan has a rich history of game-changing cars. The mighty GT-R (R35) supercar could jump from zero to 60mph in 3 seconds and initially offered 480 hp for under $80,000 when it first launched in 2007. A year before that, the hugely popular Qashqai SUV redefined Nissan as a brand in Europe and elsewhere. Then in 2010, the firm launched its multiple award-winning Leaf, the world’s first production electric vehicle, and in so doing, reinvented the EV market as we know it.

Ariya will do well against its rivals

Now in 2022, the company will make another huge splash with its first-ever fully electric SUV, the all-new Ariya. And Yanko Design was one of the first to get behind the wheel of the 2-wheel drive version in Japan. It’s by far the most advanced car Nissan has ever made and will go head to head with the likes of the electric Tesla Model Y, Mustang Mach-E, BMW iX, Lexus RZ, and Audi e-tron. The question is: in an increasingly crowded market, does this EV have what it takes to catch the attention of potential buyers?

First impressions are very good. The Ariya looks well-proportioned, sporty, sharp, and unique. It is a huge leap forward from the Leaf. Its top version has a 91 kWh battery, a choice of two or four-wheel drive, has some innovative new tech, is great to drive, has a range of up to 310 miles, and boasts a starting price of around $47,000 for the two-wheel model.

Nissan’s design brief for this car was ‘Timeless Japanese Futurism’ which allowed the design team to tap into key Japanese words to inspire their global design team to create the Ariya’s exterior, words like sleek, sharp, and seamless. The overall design is definitely futuristic, but the most appealing part of its exterior for me is the front grille, which looks like a traditional grille but packs some stand-out features. Nissan instead calls their grille a ‘shield,’ as it shields hi-tech cameras, radar, and sensors that assist with the car’s self-driving system and ACC.

The grille is now called a ‘shield’ and for good reason

“By replacing a conventional grille with a hi-tech shield, that has an innovative 3D texture, we have given the Ariya the ability to read the road ahead and visualize things the driver cannot see, making what is invisible, visible,” says Alfonso Albaisa, senior vice president for global design.

The new front-end design features a new interpretation of the brand’s signature V-motion grille or shield, a shape that will appear on many of Nissan’s other new models to be rolled out in the next few years. It certainly looks bold, eye-catching and futuristic and helps to give the Ariya a definite identity in the sea of electric crossovers flooding the market. According to Albaisa, creating the new shield was a challenge for designers. They had to test the thickness of the material used, the amount of metallic flakes mixed in with the paint, and the shield’s pattern. The shield employs the same polycarbonate material found on the car’s headlamps but is transformed into a single piece using a traditional Japanese pattern.

Compared to its rivals, the Ariya’s sleek proportions are kind on the optic nerves. Viewed from the side, the car’s high beltline and sharp down-sloping rear end make this crossover look like a coupe that’s been dropped onto an SUV, but with panache. I especially like the rear end as well with its beautifully contoured tailgate and brake light bar that goes right across the back of the car. The new Nissan badging is catchy and the roof spoiler is as aesthetically appealing as it is aerodynamically efficient. Wheel arches are blacked out as are the side sill areas to give the car a sleeker profile and this SUV comes standard with 19-inch wheels. 20-inches are optional.

Its Amazon Alexa feature is revolutionary

On the inside, the Ariya is just as trendsetting. Nissan’s interiors are normally ho-hum at the best of times, but this SUV is on another level. It’s chic, stylish, futuristic and boasts some great new tech. Similar to the BMW iX, the Ariya gets a twin-spoke steering wheel, a large wraparound touchscreen that encompasses two large displays and switches and buttons with minimalist design. The air-con switches below the central touchscreen are actually built-in to the dashboard and offer haptic feedback when touched, but that touch needs to be practiced to get the quickest response. The cabin materials, including the Nappa seat leather and suede on the dash and doors feels posh and luxurious. Interestingly, if you don’t want to have animal skins in your car, you can opt for a vegan interior. But then again, it’s not fully vegan, because no matter what trim you choose, you will always get a full leather covered steering wheel.

One feature that really impressed was the new ‘NissanConnect’ collaboration with ‘Amazon Alexa.’ Using the Alexa function, Nissan drivers can use voice commands to unlock or lock their vehicle remotely, honk the horn, turn up the heat, choose a destination, flash the lights or stop the motor. But what was most satisfying was being able to ask Alexa, who boasts access to literally millions of songs, to play your favorite hit tunes. Within five seconds of asking the system to play Hotel California, the Eagles had already played the opening chords. It also offers a wireless smartphone charger, USB and USB-C ports, plenty of storage and ample cupholders. Pushing a button on the center console automatically releases an electrically-deployable tray that could hold a laptop if needed. Also, if you’re not quite happy with the position of the front center armrest, you can easily shift it forward or backward just by pushing a switch on the side of the armrest.

Albaisa says that Nissan wanted to redefine the full driving experience, from approaching the vehicle to operating it, living with it and interacting with its new features. “With Ariya, we considered the meaning of omotenashi (meaning high level of hospitality) in the modern digital context. For example, when a driver walks up to the car, the Ariya seems to be welcoming you as it lights up it 20 LED lights inside the large grille logo together with the boomerang-styled daylight running lights. As the driver enters the car, all icons are blacked out, only the start button is pulsating waiting for the driver to engage the electric motor. When the button is pushed, all icons a switches gently come to life, including the colorful startup sequence on the graphic user interface.

The decision to stretch the wheelbase has paid off because the rear seats are roomy and conformable and can cater to three adults. Even with its huge battery pack under the floor, the low flat floor ensures the Ariya offers plenty of leg and headroom, and even with the panoramic sunroof, headroom is still acceptable. In the back you also get heated rear seats and USB ports but for whatever reason, the rear windows do not wind down completely, a sore point for some buyers. One other pet peeve some buyers may have is the fact that this car has no through loading from the rear seat to the luggage area, so you cannot push your snowboard or skis though the center armrest. Generating 466 liters of luggage space, the Ariya is just acceptable for a large SUV, especially when you compare the slightly smaller Volkswagen ID.4’s 543 liters. On the plus side, the Ariya has a special hidden compartment under the rear floor to store the luggage cover, a feature that many other SUVs forget.

The 2WD version will be followed by a more powerful 4WD model

Our test vehicle was the entry level ‘B6 limited’ model with 2 wheel drive and a 66 kWh battery pack that allows the car the accelerate from zero to 60 mph in 7.4 seconds. For EVs, this is by no means a quick acceleration time but is perfectly acceptable for a large electric SUV. However, the smaller battery pack does help keep the price down to around $47,000 in the U.S. or 5.4 million yen in Japan. Other versions including the  2 wheel drive ‘B9 limited’ version with the 91 kWh battery that will launch later this year with a gutsy 394-hp. The ‘B6 e-4orce’ (pronounced ‘e-force’) 4-wheel drive (66kWh) and the ‘B9 e-4orce’ 4WD model coming after that. In comparison to the B6’s sub-8 second 0-60 time, the more powerful B9 model is expected to sprint from 0-60 mph in around 5 seconds. That will make the Ariya as quick as a new 400-hp Nissan Z.

According to the global WLTP rating standard, our front wheel drive B6 limited with its 66 kWh battery pack has a range of 470 km in Japan or 300 miles in the U.S. The motor generates 218 hp and offers quick charging at a 50kW charger in 65 minutes or 45 minutes at a 90kW quick charger. Meanwhile, the 91 kWh models will develop upwards of 394-hp

Behind the wheel, the Ariya is a nice place to be. Your leather seats are supportive and comfortable and the expansive touchscreens provide all the information you’ll need to drive or entertain yourself. The drive selector lever moves forward and backward on the center armrest while the drive mode switches, embedded into the console panel provide instant haptic feedback, but do take some getting used to.

Low center of gravity resists rolling in the corners

As you’d expect the Ariya accelerates smoothly and effortlessly with enough power to move and merge seamlessly in traffic around town or cruise on a highway. Its ride is firm and sporty and resists rolling in the corners thanks to its floor-mounted battery packs and resulting low center of gravity. The steering is light and responsive with plenty of feedback coming through from the front wheels. On a twisty road the 1960-kg heavy Ariya performed surprisingly well and handled weight transfer with ease. Brake feel is also grippy while offering a natural

One thing you can’t complain about is the visibility. The low set dashboard and large windscreen provide the driver with an uninterrupted view ahead although the thickish crash-absorbing A-pillars are reminiscent of those found in many large SUVs today. The view out of the rearview mirror is not great thanks to the sloping roof and rear headrests which is why Nissan offer an optional rear-mounted camera that shows drivers exactly what’s happening behind the car. The rear pillar however does create a blindspot which means drivers must adapt by correctly setting their side mirrors and using that fancy rear camera.

The first thing I did when I merged into heavy traffic on the expressway near Tokyo was to set the Ariya’s Pro-Pilot cruise control to 70-mph. This engages steering assist and lane assist which means the car will not only accelerate and brake automatically depending on vehicle movements ahead, but it will also follow corners automatically. As it is the system works effortlessly and smoothly. But actually, the Ariya packs radar, camera, and sensor technology that will allow it to elevate to Level 3 driving when the law allows it.

The e-pedal is a special Nissan feature that allows drivers to cruise using just one pedal — the throttle. Accelerate in e-pedal function and the car will speed up, obviously, but ease up on the throttle and the car will automatically brake, and quite aggressively. This so-called regenerative braking helps to recharge the batteries while decelerating but does take some practice to brake smoothly in unison with traffic around you. For some reason, however, Nissan has removed the stop function so the car will always creep along, even when set to its most aggressive e-pedal region brake mode. That according to Nissan is to keep drivers alert, and it makes sense.

As you’d expect in an EV, the cabin is eerily quiet meaning that the only sounds you hear are some road or wind noise or Deep Purple’s ‘Highway Star’ on the Bose sound system that you’ve requested from Alexa.

Prices and Options

As we’ve mentioned above, the Ariya will be available in 4 different versions starting at around $47,000 for the 66 kWh 2-wheel drive B6 limited model. Prices for upcoming models are still sketchy but expect the fully specced 91 kWh 4WD B9 limited model to hover at around $55,000.

Owners can choose from 9 body colors including red, blue, light silver, gunmetal grey, copper, and white as well as mix and match with the same color or black roofs. Inside, buyers can choose from a selection of the entry-level black suede and faux leather or Nappa leather in black, grey, or blue-grey.

The post 2022 Nissan Ariya EV Review first appeared on Yanko Design.

Mazda MX-5 990S Special Edition Review

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The number “990” means a lot to Mazda. Concerned as much about shedding weight as a boxer leading up to his title bout, the Hiroshima carmaker has just launched a new lightweight addition to its current model ‘ND’ roadster lineup called the MX-5 990S. And it goes without saying that the naming refers to the car’s curb weight of just 990kg or 2,182 lbs.

But being lightweight is nothing without handling prowess, or so say Mazda, so engineers added a new system called ‘Kinematic Posture Control (KPC) and four-piston Brembo brake calipers to further enhance the new model’s sub-1 tonne street cred and on-road manners. At a recent launch in Japan, we tested the new weight-conscious 990S based on a stock 1.5-liter MX-5 as well as the chic style-conscious ‘Terracotta Selection’ version based on the gutsier 2.0-liter MX-5 RF model. Both successfully take the game-changing roadster in exciting new directions that owners have been crying out for over the last decade.

The MX-5 sparked a roadster revolution

Through four generations over 33 years, Mazda’s mercurial MX-5 has been the roadster of choice for more people on the planet than any other open-topped car. The Hiroshima-born coupe’s looks, handling, cost performance, street cred, and topless fun-to-drive qualities sparked a boom amongst European carmakers in the early 1990s to re-challenge the two-door genre with cars like the now-famous Boxster, Z4, TT, SLK, Barchetta, and MGF. In fact, as early as 2016, MX-5 sales had reached 1 million units, making it the biggest-selling open-top 2-door compact sports car on the planet and earning it a place in the Guinness Book.

Over the years, the compact Mazda also won numerous awards around the world including the Japan Car of the Year, twice, Automobile Magazine’s ‘Automobile of the Year,’ the UK Car of the Year, the Daily Telegraph ‘Car of the Year,’ Red Dot ‘Best of the Best Award: Product Design,’ the World Car of the Year, the Best Car Design of the Year, and Autocar’s ‘Best Driver’s Car’. It also appeared in Car and Driver’s ‘10Best awards’ over a dozen times.

Truth be told, it’s a miracle that the MX-5 even exists. Back in the late 1980s, when a small group of visionary engineers and designers, inspired by the Lotus Elan, gathered at an unused warehouse next to Mazda’s Hiroshima HQs to formulate the car’s construction, several senior product planners nearly scuttled the MX-5 project as they seriously challenged the R&D team on two critical points.

The beancounters insisted that the MX-5 should be front-wheel drive and have a different suspension system to the planned independent double-wishbone as those choices would be cheaper to produce and more profitable. But chief engineer Toshihiko Hirai and senior development engineer Takao Kijima stuck to their guns and insisted that if the MX-5 was going to be a real driver’s car and sell in big numbers, then it had to be rear-wheel drive and employ a double-wishbone setup all around. Luckily, management listened to Hirai and Kijima and the rest is history.

Back to basics — that means going on a diet

When the original MX-5 (NA version) took the automotive world by storm back in 1989, it arrived with the catchphrase ‘lightweight sports car,’ tipping the scales at just 960 kg (2,116 lbs). With subsequent generations, the two-door grew and put on the pounds, ballooning up to 1,065 kg (2,348 lbs) for the second-generation NB model in 1998, before peaking at 1,110 kgs (2,447 kgs) with the third generation NC version in 2005. Wanting to return to its 1989 ‘lightweight’ origins with the fourth generation ND version launched in 2015, Mazda designers came up with ingenious weight-saving techniques, like wafer-thin sunshades, lighter seats and carpets, lighter wheels and sheet metal, and even a lighter, more compact, more fuel-efficient 1.5-liter four-cylinder engine.

Those efforts helped reduce the latest MX-5’s curb weight to 1,058 kg (2,332 kgs) and improve its handling. The ND model also offered a basic entry-level special ‘Grade S’ version that weighed in at a spritely 990 kg. But Mazda still wasn’t satisfied. Using the Grade S as their starting point, they wanted to maintain that all-important curb weight, but create the best handling lightweight two-door they could—a variant that kept the 990 kg threshold but delivered improved handling and braking. The all-new 990S they came up with turned out to be a brilliant exercise in addition and subtraction.

Designers fitted lighter wheels, with each Rays’ branded forged alloy rim shedding 800 grams (28 ounces), enabling the car to lose a total of 3.2 kgs or 7 lbs. The 990S was also given a much lighter and simpler sat-nav and audio system to compensate for the newly fitted Kinematic Posture Control (KPC) and four-piston Brembo brake system. According to Mazda, the weight-saving measures and the addition of the two new technologies actually cancel each other out, leaving the 990S at, you guessed it, the desired 990 kg curb weight.

All of the upgrades are under the sheet metal

But before we examine the effectiveness of the KPC and brake system, let’s first look at the design of the two new variants. Fitted with a navy blue soft-top blue logos and blue Brembo lettering on the brake calipers, the 990S, apart from the new Rays wheels, is otherwise a carbon copy of the current model MX-5. The exterior and interior styling stay true to fourth-generation ND blueprints, which when you think about it, is a huge compliment to the design of the current car. Normally, when creating a new variant that boasts significant new technology, designers are eager to ‘dress-up’ their upgraded sports cars with modified grilles, headlights, bumpers, side skirts, diffusers, front spoilers, and rear lip spoilers. But on the 990S, as we mentioned, the only changes are those new rims and blue soft-top. Every else is unchanged.

Mazda stylists were happy to leave the car virtually as is. No wonder when it wins so many awards including a ‘Car Design of the Year’ trophy.

Let’s just recap why this design is so successful and highly acclaimed, and why stylists saw no need to modify the exterior. At all. Firstly, when you look at the side profile, you notice that the driver is sitting right in the middle of the body, between the front and rear wheels. This helps to give the car its targeted 50:50 front to rear weight distribution. The front end is as radical as it is breathtaking. According to chief designer Masashi Nakayama, he lowered and shortened the front overhang reminiscent of Ferrari front ends, which required the integration of sharp, narrow LED headlights, stacked daytime running lights, and a compact sleek grille. To give the MX-5 an even sleeker silhouette, Nakayama says he pulled back and slanted the A-pillar a further 3 inches when compared to its predecessor. This helps to give the coupe its perfectly proportioned stance.

At the rear end, the corners were shaved off drastically to give the car sporty, wide, and low proportions while realizing sexy flared rear fenders. Those proportions are mirrored in the MX-5 RF meaning Retractable Fastback. The two major differences between the standard MX-5 and the RF version are the targa-style roof with a power metal roof in contrast to the stock version’s soft-top, and the RF’s 2.0-liter engine instead of the basic model’s 1.5-liter.

The 990S is spartan inside but the Terracotta is stunning

Inside, the stock MX-5 based 990S is spartan and simple with a small, basic screen, black manually adjusted cloth and fake leather seats, and a manually foldable roof. We will get to this model’s highlights—the new KPC and brakes in a moment. Whereas the RF’s exterior is identical to the current model, the so-called Terracotta Selection’s interior is totally new and very upmarket. In fact, this RF version boasts gorgeous, punch-holed, tan-colored leather seats with white stitching that are as good as many German sports cars twice its price.

They are by far the best-looking, most comfortable seats on any Japanese sports car under $50,000. In addition, the Terracotta Selection gets back leather and carbon accents on the door interiors with tan-colored stitching and polished aluminum scuff plates on the floor. With Mazda’s superb hi-tech 181-hp 2.0-liter four-cylinder gasoline engine married to a tight, short-throw 6-speed manual gearbox and a deliciously high 7500-rpm redline, this new RF will be the vehicle of choice for those discerning buyers wanting extra power and a significantly elevated level of design flair and interior luxury.

The Driving Experience

Okay without further ado, it’s time to explain what this new, fancy Kinematic Posture Control is all about. Firstly, no, KPC has nothing to do with forcing you to sit upright in your seat. It’s all about cornering and enhancing that car’s fun-to-drive attributes. Anyone who has driven a recent MX-5 will know that, when pushed, the car tends to roll quite a bit in the corners. To keep both the 990S and the Terracotta Selection variant flatter and maximize stability in the corners, Mazda engineers have fitted KPC, a system that uses braking to reduce body roll, minimize rear lift and keep the car flatter mid-turn. According to a Mazda engineer, KPC does not actually employ new technology. It just uses a new algorithm setup of technology that was already fitted to the car.

When the car corners at speed, KPC applies a slight amount of braking force to the rear inside wheel to give a small but noticeable downward pull on the inside rear suspension. KPC enhances Mazda’s previously fitted G-Vectoring Control Plus technology which responds to steering input when entering a corner by automatically reducing engine torque to transfer weight forward and help to stabilize the car when turning. At the same time, it also applies light subtle braking to the outside front wheel in a corner to reduce the weight transfer to the rear wheels and further stabilize the car.

In the same way, as the MX-5’s body stays unchanged, the 1.5-liter four-cylinder engine remains the same on the 990S. Generating 130-hp and 112 lb-ft of torque, the 990S is by no means quick. But given its light curb weight, the 130-hp combined with a nice mechanical touch 6-speed manual, the car propels down the road with some urgency and finesse. I especially enjoyed being able to push the engine to its 7500 rpm redline without having to worry too much about breaking speed limits in the process. This is a car you can really drive using the top half of the engine regularly on highways and mountain roads.

On our test day, we were able to compare the current MX-5 with the new 990S and the difference was significant. True to the engineers’ words, KPC acted to keep the car flatter through tight bends, especially the rear end, which in turn improves rear grip and front end turn in. Steering response is more accurate and settled and the car goes exactly where you point it with no fuss. Meanwhile, the Brembo brakes deliver superb pedal feel and stopping power, and combined with the KPC, work to inspire confidence in drivers.

Prices and Options

Whether the U.S. will get the 990S is still unclear, but the KPC handling system will definitely make it onto future U.S.-bound roadsters and other Mazda models in the very near future. The 990S has a one-spec sticker price of 2.89 million yen (@$25,000) and comes with basically everything a driver would want including the Brembo brakes and Rays wheels. Meanwhile, the Terracotta Selection with those scrumptious tan-colored leather seats starts at 3.46 million yen ($30,000) for the ’S’ grade, ranging up to the flagship RS model at 3.92 million yen (@$33,800).

In Japan at least, the 990S with its new KPC technology and Brembo brakes will give the driving purists an alternative to the Toyota GR86 and Subaru BRZ, while the Terracotta Selection with its KPC, gutsy 2.0-liter engine and stunning interior will not only ‘conquest’ customers away from Toyota and Subaru, but also challenge the likes of Porsche Boxster and BMW Z4. One reason the new 2.0-liter MX-5 is able to tackle its German rivals is because you can use more of the Mazda’s top end at lower speeds, which according to one ex-Boxster owner I spoke to is less frustrating. And with those award-winning looks and top-class interior, and that great handling, the MX-5 has some true street cred, and on the handling and aesthetic fronts.

The post Mazda MX-5 990S Special Edition Review first appeared on Yanko Design.

BMW iX xDrive50 (electric) REVIEW

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When you think of BMW’s signature cars, most people immediately conjure up images of high-performance ‘M Division’ stars like the stonking M3 and M5. Now while this very German brand makes brilliant internal combustion-powered vehicles, the world is going electric, and rather quickly. And to cater to the winds of change, the company needs a different style of flagship car. It needs a totally new signature model that stands head and shoulders above its rivals, a flagship that’s pure electric SUV and futuristic. The BMW iX is such a car.

That polarizing new kidney grille dominates design chatter

Looking like an SUV that Ironman might use to drive his kids to school in 2030, the iX boasts next-generation styling that makes this Tesla Model X rival stand out from the crowd. BMW claims that with the iX, they will gain over 50% market share of all-electric vehicles by 2030. Totally new from the ground up, the iX boasts 516-hp twin motors, over 300 miles of range, and quick charging from 10% to 80% in around 30 minutes. It is certainly a bold and ambitious move, but just how good is this techno tour de force battery electric vehicle (BEV)? We got behind the wheel of the iX xDrive50 to find out.

The iX’s exterior looks like nothing we’ve ever seen from the Munich-based carmaker. And it’s big too, eclipsing the Tesla Model Y, Audi e-tron and Ford Mustang Mach-E in the dimension department. To be honest, when we first saw the edgy, muscular iX silhouette with its new bolder interpretation of the 4-Series’ controversial kidney grille, we had more question marks than compliments. Many readers will recall the radical, polarizing, vertically-enhanced design on the 2020 4-Series grille that seemed to dominate industry chatter for a whole year. Some said it looked like a koala nose, while others likened it to rabbit teeth, a la Bugs Bunny. I can’t argue with either of those descriptions, although after several hours with the car, I started to like the exterior styling as I found this grille blends in better on the iX than the 4-series.

BMW’s head of design, Domagoj Dukec, said last year, “if you want to create something that stands out, it must be distinguishable and it has to be different. It’s not our job to please everyone, just our customers.” With the new grille, BMW has definitely created something that stands out, and yes, it does not please everyone. But it has certainly made its mark among customers with strong sales in its younger target audience. And at the end of the day, that’s what counts. Right?

It’s magic! The BMW grille repairs itself?!

But this new grille is not just pushing the boundaries of contemporary design norms. It also offers some unique innovative features which deserve a special mention. In fact, the grille is not even a grille. From a distance, this space almost looks like it’s full of intricate metallic and piano black elements shaped into a multi-layered diamond-like pattern. However, when you get up close and personal and rub your fingers over it, you discover that the grille is made of a material that feels like plastic. According to BMW, this plastic surface is actually covered with a thin layer of polyurethane coating which gives it the power to heal itself if it gets scratched or damaged — kind of like well-known superhero Wolverine.

Why fit such a feature? Say you’re parked in a shopping mall and someone accidentally bangs their shopping trolley into your new kidney grille. No problem because the polyurethane automatically ‘repairs’ light scratches within 24 hours when left at room temperature, or even in under five minutes under hot air from a hairdryer. And why is protecting the grille so important? Behind that enormous grille, you’ll find a set of sensors that allow the iX to see the world in front of it and relay that information to the onboard safety systems in real time. So if the grille has scratches, then the forward visibility and sensor operation could be compromised. That’s not the only feature to stand out on this next-generation grille. Behind it you’ll find a heated element that allows the grille to melt away ice and snow to—you guessed it—allow those hidden sensors to be able to see the road ahead in wintery conditions.

One feature that will certainly raise a few eyebrows is that you cannot open the hood on an iX. According to BMW engineers, there will be no need for owners to ever open their hood. In fact, if you see one with its hood up then that’ll mean something has gone horribly wrong with the mechanicals requiring instant dealer rescue. The fact that you can’t open the hood is a shame because it means that you don’t have a ‘frunk’ (front trunk), a feature found so often on BEV’s these days. You may also wonder how does one fill up the washer fluid? Easy. Just push to open the BMW logo above the grille and top up your washer fluid. Necessity is the mother of invention, so they say. That washer fluid logo feature is a clever, elegant solution to a potentially problematic design conundrum. Thumbs up to BMW designers there.

The sleek upslanting ‘Laser’ headlights and practical bumper integrated brake vents complement the grille design to give the iX a unique futuristic look necessary to make an impact in the market. While not quite as dramatic as the front end, the side view is highlighted by flared fenders and huge 22-inch wheels as well as hollow copper-colored door handles that perfectly matched the rather classy Aventurine Red body color on our iX test car. The floating C-pillar, with a gloss blacked-out section to match the tinted rear windows, connects subtly with the roof spoiler to complete a stylish, sporty silhouette.

Far more appealing however is the rear end. This is by far my favorite angle of the car to look at. The sharply angled rear window leads down to a narrow wraparound taillight treatment that sits in amongst some of the most beautifully contoured surfaces and lines you’ll ever see on an SUV.

There is one problem though. With most SUVs, the taillights are normally split across the tailgate and the rear body panel. With the iX, however, it’s all integrated into the tailgate. So when you raise the tailgate your brake lights disappear into the air meaning that people behind you cannot see your car clearly at night. The solution? BMW has had to design a second set of lights and integrate those into the rear corner bodywork. Form has unfortunately won over function here. This I feel is extremely wasteful as it means customers are paying extra money to have this ‘backup’ set of tail lights. This design also eats into luggage space with the iX only offering 500 liters of space in contrast to the BMW X5’s 650 liters, which is a similarly sized car.

Stunning! The iX’s cockpit is next-level design and functionality

So what’s the iX like inside? Stunning. No matter what you might think about the exterior, especially that grille design, the interior is simply breathtaking. The caramel tan-colored leather seats and dashboard, aluminum accents and huge cockpit-wide curves touchscreen instrumentation set the mood for BMW’s signature BEV. The result we see in the iX’s cabin is what happens when a carmaker gives its design team free rein to design something new, innovative, and cool.

Where to start? I adore the high-quality luxurious materials used inside. I adore the shape and feel of the seats and their special stitched inlays. I like the shape and feel of the curved 12-inch touchscreen for driver information and a massive hi-definition 15-inch display for all of your infotainment features. It feels like 2030 in here! I even adore the shape of the octagonal steering wheel. The floating center console with its next-generation i-Drive system boasts a gorgeous new design highlighted by a crystal dial and intuitive touch sensors. It also has a crystal gear shift lever as well as crystal knobs on the doors. The only downside, if you can call it that, is the fact that the crystal knobs and dial can cause some glare to shine in the driver’s face when direct sunlight hits it.

Interestingly the iX is packed with lots of sustainable materials. The olive leaf logo on the dashboard indicates that the dye used to color the leather inside the iX is sourced from olive leaf extract rather than non-biodegradable chemicals found in so many other cars. Apparently, the leather is sustainable as well, although we are not quite sure what that means.

In the back seats, you get loads of legroom and headroom and comfortable leather seats. This ample amount of headroom is aided by a clever panoramic glass sunroof design with electrochromic shading that allows occupants to merely press a button and either allow the sun in or shut it out. Apart from the good visibility, there are also two USB-C ports in each back seat and dedicated climate controls for both seats. There’s no doubt that the rear seats are just as comfortable as the front seats.

The Driving Experience

What’s it like on the road? There are two versions of the iX — the entry-level iX xDrive40 and the flagship iX xDrive 50, which we are testing. Both cars a very similar with 4WD, the main difference being the size of the battery packs, the power of the electric motors, and the amount of range.

Two electric motors and a dual-motor system provide all-wheel-drive through a gutsy 516 horsepower powertrain. It will jump from zero to 60-mph in 4.2 seconds and a top speed of 124-mph. This version packs a large 106.3-kWh battery pack that BMW says will deliver over 300 miles of range, and from the time we spent in the car, our estimates put that car’s real world range at around that figure. 200-kW DC fast-charging capability is standard and the iX can gain more than 75 miles of range in 10 minutes, or can be topped up using a quick charger from 10% to 80% takes around 30 minutes.

The first thing you notice about the driving experience is just how comfortable and quiet this car is. Of course, BEVs are generally quiet, as they don’t have gasoline engines, but the iX is a level above the rest. We could hardly hear any noise at all traveling at normal city traffic speeds, perhaps just the faintest of tire and wind noise and maybe a slight whir of the electric motors, but that’s about it. The air suspension, which comes as standard, is perfectly set up for this rather heavy 5,380 lbs SUV, delivering a buttery-smooth ride across most surfaces. Even on twisty roads, the instantaneous acceleration and pinpoint steering make this big, heavy SUV feel smaller than it is. Brakes are strong too with beefy six-piston calipers and large rotors offering ample stopping power.

As you’d expect the iX also comes with the latest safety features including autonomous emergency braking, parking sensors, automatic high beam headlights, and lane-keep assist systems. It also comes standard with a 655W, 18-speaker Harmon Kardon Surround Sound System or an optional Bowers & Wilkins Diamond Surround Sound system packing 30-speakers and 1,615 watts with a 4D function that vibrates speakers in the seats.

Pricing and Options

Pricing according to BMW will start at $84,195 in the U.S. However as prices for options were not available at the time of publishing, we are giving readers a reference of option pricing in Japan. The base xDrive50 starts at 11.16 million yen in Japan although our test car, with options, was priced at 13.89 million yen. In Tokyo, where I’m based, buyers can add the following options that will push the price up to 13.89 million yen. For the Aventurine Red metallic paint, you’ll pay 310,000 yen, 650,000 yen for the Lounge Package (including the special sunroof), 750,000 yen for the Technology Package, 158,000 yen for the Aerodynamic Wheels, and 220,000 yen for the Sports Package.

BMW has done a truly sensational job with its next-generation iX. If you can live with the grille, have the $85,000 in hand, and you’re looking for the next best thing in luxurious, quick electric transportation, then we highly recommend the iX xDrive50. As far as rivals, the iX really has none at present. Sure there are the Mercedes EQA, Audi e-tron, Jaguar I-Pace, and Tesla Model X, but when it comes to next-generation design, power delivery, ride and comfort levels, and an interior to die for, the iX wins the electric SUV battle hands down. For now, at least.

The post BMW iX xDrive50 (electric) REVIEW first appeared on Yanko Design.

AUDI RS Q3 Sportback Review

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Do you see red? I certainly do. And it’s all over this rather extroverted but nice-to-drive Audi RS Q3 Sportback. Depending on your sensitivities, the generous servings of red body paint, bright red brake calipers, red engine cover, soft red alcantara patches on the dashboard, seats and doors, and red stitching on the seats, gear shifter and steering wheel, as well as the red stripe on the seatbelts can be interpreted as either luxurious or a touch gaudy.

To be honest, I feel designers have pushed the envelope of what’s possible in terms of colored highlights on and in this car. Bluntly speaking, the amount of red is almost overwhelming. Choose blue body paint, and the car can be matched with blue alcantara and stitching in the cabin, while several other color variations are also available. Your engine cover and brake calipers will still be red though.

But it’s not only the full-on color assault that titillates the senses. To cater to the huge, ever-growing market for sporty performance SUVs, Audi created a two-pronged RS Q3 range — the standard RS Q3, and then added the racier, sleeker-looking RS Q3 Sportback to the lineup. In trying to find the right body shape for the Sportback, Audi experimented with a couple of silhouettes before arriving at this body profile. And yes, it certainly does look sportier than the stock RS Q3. Strangely, however, I can’t help but feel a little sympathy for this model, which doesn’t quite seem to know what it is.

A minor identity crisis?

First, Audi designers took an RS3 hot hatch, elevated its height to insert the car into the highly popular SUV genre, and then they thought, wait a minute, it doesn’t look sporty enough. So to justify the sportiness in its ‘sportback’ naming, stylists squashed the roof down to give it a sharp sloping coupe-like rear window. The result? In taking styling inspiration from the Lamborghini Urus, the RS Q3 SB appears to be suffering from a slight identity crisis. To get over this part-SUV, part-hot hatch, part-coupe styling dilemma, the RS Q3 might even have to reluctantly go see a therapist to confirm its real identity!

Jokes aside, the RS Q3s are an integral part of the Audi Sport lineup — the firm’s motorsport and customizing arm responsible for RS models such as the RS3, RS6, and R8 in addition to Audi’s Formula E, DTM, and GT3 racing programs — which plans to double the sales of its road cars by 2023. The RS Q3 just happens to be one of the fastest small SUVs you can buy thanks to its 400-hp engine and 174-mph top speed. Its rivals include the BMW X2 M35i, Porsche Macan Turbo, and the Mercedes-AMG GLB35 but the demand for such cars means that competition for the RS Q3 will only intensify over the next few years.

Yes, the Sportback does come across as a mini Urus. And it can’t help that fact given Lamborghini is owned by the Volkswagen Group through its subsidiary with Audi. The SUV boasts a no-nonsense sporty exterior with lots of sharp edges, aggressive bulges and surfaces, and large 21-inch wheels. Updated from the outgoing model, the new RS Q3 Sportback gets a slightly larger octagonal grille with a sportier piano black mesh design and a bolder four-ring Audi logo. Speaking of that mesh design, styling students may have noticed the three different styles of grille Audi has employed here. First impressions suggest that up to four different designers had a say in what happened at the front end of this car. Check it out.

As if penned by a confident, extroverted designer, firstly you have the bold open honeycomb mesh design inside the main grille. Then, look closely and you will see a significantly smaller, much more subtle grille design inside the Audi logo that appears to have been drawn by an introverted individual who isn’t quite sure of their talent. It’s almost a case of “Hey, mom I shrunk the grille.” Then, glance at either side of the main grille, and you will see a downsized version of the main mesh grille design that graces the larger brake ducts, which have grown in height and width to deliver more air to cool the brakes. And finally, you have the long narrow pseudo grille located between the hood and main grille that is actually a fake grille and is just there for show.

At the back, the sloping roof and heavily slanted rear window give the RS Q3 SB its signature sports SUV look. Below the rear bumper, you’ll find a fake diffuser that’s merely there for design nuance, while the twin sports exhaust pipes generate an acceptably sporty soundtrack. However, if you really want an exhaust to enhance the sound of that 5-cylinder engine and make the neighbors pay even more attention, then spend the extra $1,500 and upgrade to a high-performance sports exhaust system.

Inside, its kind of like Gucci meets Versace

As mentioned briefly above, the interior is a shock for the senses with its bright red alcantara highlights on the doors, seats, and dashboard. That combined with soft leather, aluminum accents, and carbon fiber-like surfaces give the car a luxurious ambiance, if not a touch eccentric. It’s kind of like Gucci met Versace and they had a baby. If you’ve ever been into one of their high-end stores, you’ll know what I mean. Whereas some Audi sports models use swathes of subtle dark grey or black Nappa leather in the cabin, there is very little subtlety in this red RS Q3 SB. If you don’t like red, downgrade your interior decorating before you buy the car because those sizable red patches will be present and in your face every time you board the car.

Interestingly, the only indication of the Sportback’s lower roofline is the more compact rear windscreen. If you’re looking for maximum headroom in the back—enough for six feet plus passengers then we’d recommend the standard RS Q3 which gets nearly two extra inches of headroom. But if you are smitten with a sportier, more stylish profile, then the Sportback is for you. Either way, the car has the same tech-heavy interior as the regular RS Q3, with an easy-to-operate 10.1-inch touchscreen infotainment display and a 12.2-inch digital cockpit instrument cluster.

Drivers should like the thick, flat-bottomed, leather-bound steering wheel that feels good to grip when cornering hard and feel suitable supported seated in the bespoke RS-specced sports seats with honeycomb stitching. What they may be disappointed with though are the paddle shifters that appear to be made out of aluminum back are actually covered on the back with cheap plastic. Come on Audi, it won’t break the bank to give this hot SUV some shiny solid aluminum paddles. Surely.

In the back, you’ll find the same issue normally associated with Audi’s rear seats in their small to medium-sized SUVs and hatches—the upright seat position. While the rear seats do offer some sliding and reclining functions, the seatback does not recline enough, meaning that rear headroom is restrictive for taller passengers while the upright nature of the seat can cause fatigue over long distances. The rear luggage space however is competitive, offering 530 liters of capacity, which incidentally mirrors the figure for the standard RS Q3.

Gutsy 2.5-liter 5-cylinder turbo packs a punch

Even though the sporty red exterior, outgoing red and black interior, and tech-laden infotainment system might temporarily distract a new Audi driver, the RS Q3 SB’s main selling point is undoubtedly its engine. Powered by a turbocharged 2.5-liter, 5-cylinder unit that pumps out 400-hp and 354 lb-ft of torque, it’s mated to a quick-changing 7-speed dual-clutch transmission. This SUV will sprint from zero to 60 mph in just 4.5 seconds, and if you speak to Audi nicely they will derestrict your car from its 155-mph speed governor to the maximum 174-mph spec. While the standard exhaust note delivers an acceptable turbo sound, you can also pay an extra $1500 to get a sports exhaust to give the 2.5-liter a throatier burble.

On the road, this turbo engine is as pleasingly potent as you’d expect of any model wearing an RS badge, with the five-cylinder engine responding at lower revs and effortlessly rising to a 7000 rpm redline. Keep the engine spinning above 3500 rpm and you will have instant turbo response with even the slightest extension of your right boot. Let those revs fall below 3500 however and you will notice some slight turbo lag. Thanks to the strong mid to upper ranges, even small gaps in traffic will offer passing potential, while the off-the-line acceleration is fierce thanks to the superb traction of the all-wheel-drive system. The exhaust sounds the part as well, and while the need to comply with new emissions rules has all but done away with the signature pops and bangs that characterized this powerplant, the distinctive roar is still more emotional than a four-cylinder.

On the whole, the 7-speed dual-clutch gearbox in automatic mode shifts quickly when called upon but can also sometimes show sluggish tendencies at low revs. It works smoothly at inner-city speeds, but ask for more and it can take a little longer than expected to drop a gear and quicken the pace. Engage sport mode however and things get snappier in the throttle department, although to get the most out of your 400-hp engine, it’s best to take charge yourself using the wheel-mounted paddles for the sharpest response.

The Driving Experience

The Sportback delivers the kind of sporty handling we associate with the RS range, letting you make rapid point-to-point progress while remaining predictable at all times, albeit with a little understeer when pushed hard. Make no mistake though—this SUV can get round a twisty road very quickly and efficiently and you will have loads of fun doing it. The progressive steering rack, while entertaining, can be prompted to give a little more sense of what the front tires are doing in the corners if you switch to the ‘dynamic’ settings on the drive select mode.

The RS Q3 gets upgraded sport suspension over the standard Q3, stiffer springs and dampers, and a ride height that’s nearly 4 inches lower than the standard car for a lower center of gravity and improved cornering. Given its sporty theme, the RS Q3 does deliver a slightly harsher ride at low speeds, so we’d recommend cruising in ‘comfort’ mode for the best inner-city results.

The ‘Audi drive select’ system gives you two new configurable settings, namely ‘RS1’ and ‘RS2.’ You can set them up to your liking by adjusting the drive system for quicker shifts, the steering for more responsive cornering, the engine sound and the ‘Quattro’ 4WD setup between ‘comfortable ‘normal’ and ‘dynamic.’ And to make things even easier for drivers to locate those modes in the heat of sporty driving, designers have fitted a special ‘RS mode’ button on the steering wheel that merely requires one quick tap to engage the mode you need. Brakes are substantial too, as you’d expect. The 375 mm drilled rotors on the front and 6-piston calipers pull the car up quickly and safely. But if you feel you want even more stopping power, you can upgrade your brakes to carbon ceramic but that will set you back over $5,000.

Price and Options

While the RS Q3 Sportback may not be available in the U.S. at the moment, it is for sale in many global markets for prices ranging from £52,000 in the U.K. to $92,900 in Australia to 8.9 million yen in Japan. Depending on the market, you can spend an estimated £1,000 for the upgraded suspension, another £1,000 to get the upgraded sports exhaust system, and around £5,000 extra for the carbon-ceramic brake package.

When put back to back with rivals like the BMW X2 M35i, Porsche Macan Turbo, and the Mercedes-AMG GLB35, the RS Q3 SB holds its own in the performance and handling departments. In fact, it excels! But in terms of comfort, especially in the back, the seat design does let the Audi down, and headroom is limited when compared to competitors.

Should I buy one?

The RS Q3 Sportback certainly looks cool and is loads of fun to drive with its gutsy 400-hp engine and sports suspension. It’s just that we didn’t find it as much fun on the road as a normal hot hatch, nor did we find it as practical as a standard performance SUV with a higher roof, indeed like its RS Q3 brother. If you prioritize styling, performance, and handling over practicality, then this Sportback might be for you. Otherwise, we’d lean towards the standard RS Q3 or perhaps even the Porsche Macan Turbo for the best combination of practicality, performance, and handling, not to mention the all-important street cred factor. As for those flamboyant red accents, well you can turn the level up to 11, as you see with this car, or you can dial it down to a less flashy 3 boasting subtle red stitching combined with black and carbon fiber accents. I think I’d opt for the latter.

The post AUDI RS Q3 Sportback Review first appeared on Yanko Design.

Best car designs according to the styling legend Fabio Filippini

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We talk to Fabio Filippini – Ex-Pininfarina design director and author of ‘Curve.’

BACKGROUND

Over the past 35 years, Italian design guru Fabio Filippini has worked as an influential car designer for such automakers as Volkswagen, Audi, Groupe Renault, and other international car makers in countries ranging from Italy to France or Spain and China to Japan, before taking up a position as Pininfarina design director from 2011. He is best-known for his work on the Mitsubishi Minica, Audi A8, Kangoo 2, Mégane III, Clio 4, Twingo III, Espace V, as well as concept cars including the Pininfarina Cambiano and Sergio, BMW Pininfarina Gran Lusso, the hydrogen-powered H2Speed and the Fittipaldi EF7 Vision Gran Turismo. He has also dabbled in the design of alternate transportation vehicles like the Eurostar e320 train and the Zetor Concept Tractor. For his design work, Filippini has received numerous awards such as the ‘Interior Design of the Year’ in 2012 and the National Innovation Award for the Pininfarina Cambiano, and ‘Best Design Study’ for his Pininfarina Sergio at the 2013 Autonis Design Awards.

In 2018, he moved to Tokyo where he currently works as an independent car designer and design strategy adviser. Besides his professional design duties, he also serves as an international judge at the world’s most renowned classic car concours such as Pebble Beach Concours d’Elegance and Salon Privé.
In late 2021, Filippini toured Europe to launch ‘Curve,’ his new book on automotive design. I caught up with Fabio recently for a chat about his work, his thoughts on design, and his book.

INTERVIEW

Peter Lyon (PL) – Firstly, congratulations on the launch of your book. I must say that once you start flicking through its pages, your book is hard to put down. The illustrations are exquisite. Are they all your own work?

Fabio Filippini (FF) – Thank you. Yes, I drew all of those drawings and sketches. I’m glad you like them.

PL – The book’s introduction looks intriguing and should capture the attention of every student of automotive design out there. It says “What does an iPod and a Renault have in common? Why was Le Corbusier creating innovative architecture but driving a car with decidedly antiquated lines? How does the car industry react to changes in society and its impact on the environment? The illustrated essay ‘Curve’ by Fabio Filippini brings together the history of car design with the personal and professional experiences of the author.
This is a book that talks about the essence of the car and the path that leads to its creation with unprecedented passion, competence, and originality.”

FF – There is a lot of history in this book. And a lot of passion.

PL – Speaking of passion and originality, I’m interested to hear what you consider to be the best five car designs ever?

Image – BMW Pininfarina Gran Lusso

FIVE BEST CAR DESIGNS according to Fabio Filippini

1. Ferrari 512s Modulo Pininfarina

That’s a tough one. Okay, let me start with the Pininfarina Modulo based on the Ferrari 512S from 1970. This was an extremely special Berlinetta, an experimental one-off prototype penned by Paolo Martin for the 1970 Geneva Motor Show. When it came out it looked more like a spaceship than a car. It matched perfectly the mood of the time to come. The first sketches appeared in 1967 before man had landed on the moon. And of course, at that time, Stanley Kubrick was still preparing his ‘2001: A Space Odyssey’ movie. If you look at the Modulo, it could so easily have appeared in Kubrick’s film. This Pininfarina concept and ‘2001’ were the top expressions in different fields of this futuristic vision at that time. And the car still looks futuristic today.

2. Citroen DS

My second car would be the Citroen DS. It was so advanced when it appeared in 1955. There was nothing like it. And still today, it is still much more modern than most contemporary cars. The shape, the space inside is big and comfortable. Aerodynamically it was fantastic and so modern with its fiberglass roof. But strangely, no one copied it. In the years after that, no other carmaker took inspiration from the DS. It influenced no one. Not even new technology like the unique hydraulic suspension influenced other carmakers. It was beautiful but seemed to be an anachronism.

3. Fiat Panda

Next is the Fiat Panda designed by the legendary Italian designer Giorgetto Giugiaro of Italdesign in 1980. It’s like Muji-style philosophy applied to cars 20 years before the Muji brand was born. I like the proportions. It’s purposeful, functional, thoughtful and refined. It’s a masterpiece in simplicity by Giugiaro.

4. Nissan Silvia

Obviously, I could also add the Lamborghini Miura and Ferrari Dino to my list but that would be too obvious. I’d much rather add a Japanese car that was launched around the same time I first arrived in Tokyo. Now this car might not be one of the most beautiful cars ever, but it’s a car I really love, even 34 years after its launch— it’s the Nissan Silvia (S13) from 1988. This Silvia was so beautiful that it almost looked like a Pininfarina-styled car. It was low-slung with nice proportions, had very clean styling, and had good balance. It was a very Italian-looking car. There is a subtlety with the treatment of the front fender that not many people recognize. But as a designer, I look at it and I like to see the subtle twisting effect on the fender and hood.

5. Porsche 911

Now, where would a top 5 list be without the Porsche 911? Basically in any of its iterations, starting with the original air-cooled model in 1964 right through to the current 992 Series, it’s an automotive masterpiece. To me, the 911 is not only a brilliant technical evolution but also a perfect representation of good and timeless design going through the ages. While the 911 is an icon, I will not include the 996 version which I consider to be a heavy makeup caricature.

Image – Fittipaldi EF7 concept

WHAT ABOUT TESLA’S CYBERTRUCK?

PL – Okay, that’s a very eclectic list of five cars indeed. Thank you. Actually, as we were going to interview you today, we asked Yanko Design’s over 1 million Instagram followers for questions, and one that came up several times was your take on the Tesla Cybertruck. When it came out – our demographic was a 50:50 breakdown. Half loved it because they said it was innovative and outside the box and the other half said it was rubbish. What do you think?

FF – My take? Okay, I think it’s brave and courageous. This truck is brave to go against convention but it’s nothing revolutionary and nothing new. I think Tesla has real guts to come out with something like that. It’s edgy and looks like a triangle or a pyramid shape but that is not new. You can find cars with sharp, triangular designs like the Aston Martin Bulldog or Citroen Karin concept, but at least they look good. I don’t see the Cybertruck as being innovative, just different. The electric powertrain technology inside is innovative, yes, but that’s what the market wants. To be honest, I think it’s bad to do something so aggressive in modern times. It’s like a caricature. In 99% of car designs, there is not a single straight line. Even when they look straight, every line is actually curved in some way. Even in the Fiat 130 and Maserati Boomerang, which is a beautiful wedge-shaped car, all of the lines are curved to a degree. But in the Tesla Cybertruck, some of its lines are actually straight. Also, the rear door area is not good because when you get in you will hit your head. They’ve made no consideration of the most basic consideration.

WHY I CAME TO JAPAN 30 YEARS AGO

PL – Thanks for your expert insight into those designs. For someone who has traveled so much and worked in so many different design studios, I’d like to get an idea about the different aesthetics and approaches towards design.

FF – It comes back to the reason why I came to Japan over 30 years ago…
I was working on Japan designs for Mitsubishi in Italy in the 80s. In one of my first design jobs with Open Design in Torino where we were working on Mitsubishi’s Minica and GTO styling, I was seeing something totally different from the Japanese when compared to our traditional Italian designs. In the middle of the 80s was good in Italy. Sensibilities were so different. I was seeing some totally unique ways of doing designs from Japan. Just going through Japanese magazines like the well-known Car Graphic, I saw things that blew my mind. Like an advert for Bridgestone tires. I could not read the text but the images were telling. I saw a full page with a very nostalgic image of a seashore, of a man and a dog looking at them from behind, and then in the corner of the advert, was the name ‘Bridgestone’ and a small photo of a tire. If that was an ad for say, Pirelli tires in Italy, the tire would have featured much more prominently. I was intrigued with this artistic subtlety and very interested in this new design world opening up to me. Soon after I was invited to work in 1988 in Japan so I decided to go. I knew Italy, but I thought I needed more stimulation and a different outlook. I was attracted to things I don’t understand and I wanted to work outside of my comfort zone.

THE LATE 80s IN JAPAN WAS LIKE WORKING IN DISNEYLAND

PL – The late 1980s? That was the peak of Japanese car design with the new launches like the Skyline GT-R, Mazda MX-5, Subaru Legacy, Toyota Celsior, and the opening of luxury brands Lexus and Infiniti in the U.S. These cars all influenced European car styling, production, and product planning in their own ways.

FF – That’s exactly right. It was the middle of the ‘Bubble Economy’ and the peak of Japanese design creativity. And there were so many concept cars coming out too. It was so alive and vibrant that for a designer like me, it felt like being in Disneyland! Remember the early 90s with those brilliant tiny cars like the Nissan Figaro, Suzuki Cappuccino, and Honda Beat? Japanese designers were certainly thinking outside of the box back then. They were willing to push the envelope and experiment.

Image – Nissan Figaro

PL – So what really impressed you about Japan back then?

FF – It was part aesthetic and part philosophical. The aesthetics had a different range of criteria. Japanese design was similar to German or Italian design for the main, but there was always some kind of twist to it — either good or bad. But unexpected. In Europe, you have Italian, German, French, or English design — everything is defined. In Japan, they could mix everything without any barrier, without any frontier. And there were a lot of different influences from fashion, architecture as well. For example, the so-called ‘Pike’ postmodern cars from Nissan, namely the quirky Be-1, Pao, and Figaro.
In Europe, many saw those designs as copying European design. But not me. To me, they were bringing back the emotional and nostalgic feeling of old iconic cars such as the 2CV, Mini, and Fiat 500, but in truth, none of those Japanese cars were copies of anything. They resembled European cars in certain ways but they still had their own identity and uniqueness. They were taking some generic hints from Europe’s classic cars and reinventing them.

Image – Hydrogen-powered H2 speed concept

JAPANESE RETRO REACHES EUROPEAN ICONS

PL – Then again, you have a car like the Mazda MX-5, which was supposedly inspired by the Lotus Elan. But when the MX-5 was born in 1989, its looks, drivability, and reliability sparked a boom in roadsters giving birth to the Boxster, SLK, Z3, and TT among others.

FF – Yes, indeed. But what’s interesting is that Japan, through cars like the Be-1 and Figaro, was reinventing retro-style design. In the late 80s, Europeans were not into retro. But then, strangely, within around 15 years of these Japanese retro cars appearing, new versions of the Mini, Beetle, and Fiat 500 were launched. Because of the high intensity of creativity in Japan in the late 80s through the 90s, I realized that Japan was the right place to be at that time. That made me open up my mind to what was good and bad in Italian design and what was good and bad with Japanese design. The common denominators were purity, simplicity, and innovation although the definitions of those ideas were a little different in Japan. So it was those philosophies that I took with me to Pininfarina when I became their Design Director in 2011.

PL – Japan really seems to have shaped the designer you are today.

FF – Yes, you could say it did. But what really surprised and shocked me in the early 2000s was why Japan started to go in the wrong direction with a design that was not pure but very aggressive. They went through the 90s with the remnants of the bubble economy, but then from the late 90s, they seemed to get lost and were scared to do anything. They were turning things out without really knowing what to do. They just kept on doing what they were used to doing. Then they finally realized they had to change so Nissan brought on Carlos Ghosn while Toyota started with hybrids in earnest. That period you could say was a Japanese renaissance. Suddenly Lexus for example, wanted to become very original so it came up with the ‘Spindle’ design. Because they were saying that everyone buys Toyota but not for the design. So they tried to improve the design.

DESIGN LOSES ITS DIRECTION

PL – Yes, as you say, in the 2000s, design became very edgy and aggressive, like the spindle grille.

FF – Many Japanese carmakers suddenly became extreme with design and went to the other end of the spectrum with edgy aggressive styling. It was like a caricature. Yes, design nuances like the spindle grille, surfaces twisting in every direction, lights which are a patchwork of different shapes. It was like they were saying ‘we want to be different and unique and any cost.’ But such a design is not beautiful. That change of heart really shocked the design community. Okay, to be honest, some Lexus surfaces are magnificently done. But there seems to be no real cohesion. It was like an orchestra with all of the musicians playing their own instrument as hard as they can, trying to get the most out of it, while not playing in unison with other musicians—so it just ends up being a cacophony. That is not music. Like Lexus designers, all of the players are incredibly talented, but the end result is not in symphony, so to speak. This comparison with an orchestra is something I feel more often in car design. They are great at playing their instruments but they don’t know how to create music.

PL – But even with those edgy design traits, Lexus still sold very well.

FF – Yes, the new styling, hi-tech, and luxury levels appealed to a younger generation because it was radical, and I think very Asian, seemingly influenced by Kabuki or Chinese opera. It was around that time that China started to copy those edgy designs. We cannot forget of course that around the early 2000s, BMW’s Chris Bangle was doing some strange stuff like that controversial 7 series rear end and others. Even today design at BMW is overdone like the 4 Series kidney grille for example.

PL – Yes, as you say, that grille is a little over the top perhaps. So where do you see design going in the future?

CHINA AND INDIA GAIN INFLUENCE IN THE DESIGN STUDIO

FF – After 2000, design became repetitive and less creative and at the same time the digital world was happening. Now everyone everywhere can get online and be creative. It is getting more difficult to identify real trends from the original culture. Young designers today are being influenced from all over the internet including the digital worlds of China and India. As one-third of the world live in those two countries, now they are more influential than ever before.
At car design studios over the last 15 years, I’ve seen a lot of designers coming from India, China, Korea, and Russia. Suddenly there are more designers coming from these countries than traditional countries in Europe.

In China, there are several thousand design schools shooting out young potential designers every year. So today, even if you go to Western car companies, the majority of designers are either Indian, Chinese, Korean, or Russian which is having a definite influence on car design. Styling has changed already. For example, Russians are very precise, very technical but they have a particular taste for macho and aggressive design. Just look at the latest batch of SUVs coming out of Europe and the US. Some look very military-like. Then you have the Chinese who do these swoopy lines everywhere.

Image – Pininfarina Sergio

Image – H2 Speed concept

PL – I went to a couple of design studios last year and noticed the growing diversity of nationalities. As you say, many more Indians and Chinese. Speaking of the Chinese, they are becoming more influential on the world stage, not least because of their commitment to EVs. What sort of role do you think they will play in the near future?

FF – The big difference is that the Chinese are heavily into EVs and new technology and are able to switch and adapt quickly, whereas Americans, European and Japanese, like Toyota for example, are having trouble getting out of ICE (internal combustion) cars. China has already made this big jump into new tech and will help them gain a significant footing.
Remember that they started from basically nothing, so they can change fast.
The same thing happened with phones, like with Huawei. You did not know that name 10 years ago, and now it’s the biggest. I’ve been going to China for over 10 years and I have seen how quickly they can adapt and change.

PL – Speaking of design, how do you see design changing as powertrains switch to electric?

FF – Obviously with new EV powertrains we will see a totally new take on car design. I can understand, however, that people will still want a car looking like a traditional car. But in cities in the near future, we must think about personal transportation, which will require people to think in a different way. We don’t have to do the same shapes. You can make car bodies more efficient and practical. Indeed, you can make a car that can change its shape in the city, a car that adapts its shape to its needs or its environment. Cars will also be partially autonomous. You will be able to drive it on weekends but have it ferry you to work autonomously on weekdays.

PL – Now, I’d like to ask you what you are up to now in Japan.

FF – For the past few years in Tokyo, I’ve been working as an independent car designer and design strategy adviser. I mostly now work on strategy and advanced design to define the positioning of a design or a brand. They include all the things that happen before you start to draw a design. My job is to tell a brand which is the best way to go forward for them. I firstly identify the value of the brand and then try to put it into perspective and then create guidelines before starting to develop it with a team of designers and strategists, who are located all over the world. Presently I am working with carmakers and other design companies but unfortunately, I cannot tell you what projects I’m working on now. (Smiles)

PL – Can you give us an idea of exactly what your work entails?

FF – I’m currently working with a German company to develop a new business on sustainable transportation. It’s related to trucks and buses with electric and hydrogen powertrains. They have the technology so they are doing retro-fitting on existing vehicles. And they have even started selling them now to public companies, with some new transport for cities like garbage trucks. I’m working to help them define their new brand and identity. You must first set up a vision and then develop the products based on that vision, followed by design direction and identity.

PL – Many thanks today. Finally, what advice do you have for young designers wanting to get into car design?

FF – I think designers need to move around in order to grow and adapt. Above all, don’t be afraid to work outside of your comfort zone. And always keep an open mind. Don’t be afraid of things you don’t understand. Put simply, a designer should be someone who enjoys the art of designing, is critical and complimentary of a peer’s work, puts things into perspective, changes, and adapts.

PL – Grazie Mille.

The post Best car designs according to the styling legend Fabio Filippini first appeared on Yanko Design.

The Best of Tokyo Auto Salon 2022

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To really appreciate a car’s styling and market impact, you really have to see it—in the flesh. I mean, online car launches and briefings are good, but they cannot hope to substitute for the real thing. Seeing is believing, as they say, right? That’s why I made a beeline for the Tokyo Auto Salon last weekend— with my vaccinations, face mask, and hand sanitizer under my belt—to check out the latest offerings from the car industry.

But before we look at the highlights from the three-day Tokyo Auto Salon, we should first note that Japan’s biggest car customizing show has gained significant importance over the past few years thanks to the dwindling reputation of the more traditional Tokyo Motor Show as major foreign brands reallocate marketing budgets away from traditional motor shows, preferring to spend advertising money on brand-centric launches.

Tokyo Auto Salon is 70% customized cars and 30% new cars

On the global stage, the Auto Salon is one of the top customizing events behind America’s SEMA and Germany’s Essen shows. In the wake of the Tokyo Motor Show’s demise, the 40-year old Salon has taken on a double role—it’s a 70% world-class customizing and tuning show and 30% new car launch venue.

Spread across four cavernous halls at the massive Makuhari Messe complex some 30 minutes east of Tokyo, the 3-day Salon saw new cars and concepts debut from Toyota, Lexus, Nissan, Honda, Subaru, Mitsubishi, Daihatsu as well as Japan premieres of the Lotus Emira and the Alpine A110 S.

As for the customizing specialists, all of Japan’s biggest names were there including HKS, Top Secret, Greddy, TOM’s, Blitz, Endless, Liberty Walk, Cusco, Autobacs, Varis, Rays and RE Amemiya among others.

To give you a flavor of what was on the salon floor, we’ve decided to focus on the highlights—so we chose our 3 best new car and concept debuts plus our 3 best-customized cars.

Three Best New Cars and Concepts

1. Nissan Z

By far the most anticipated unveiling at this year’s Auto Salon was the domestic premiere of the all-new Nissan Z, or the ‘Fairlady Z’ as it’s called in Japan. Expressing just how much this launch means to Nissan, the company’s CEO, Makoto Uchida joined champion Nissan Super GT500 racer Tsugio Matsuda, who collaborated with the car’s cockpit design, and pop star and race team principal Masahiko Kondo to give the Z the unveiling it deserved.

First launched in New York City in August last year, the Z boasts a silhouette that harks back to the original 240Z of 1969 while the tail light design draws inspiration from the rear combination lamps of the 300ZX of three decades ago. The huge rectangular grille first generated controversy when it debuted last year, but after seeing it in real life, I must say that the shape and size of the grille complement the dramatic exterior styling. However, to seemingly appease potential buyers wanting a slightly more subtle traditional front end, Nissan also unveiled the world premiere of the ‘Z Customized Proto’ concept.

Painted in bright orange, and fitted with orange 4-piston brake calipers and Dunlop tires adorned with bespoke ‘Nissan Z’ white lettering this Z was one of my personal favorites at the Salon.

Speaking with Nissan’s chief product specialist for the new Z (and the GT-R for that matter!), Hiroshi Tamura, I could quickly tell that this next-generation sports car was a labor of love for him and his team. As he explained its ‘retro-modern design’ and how the design team had leaned heavily on Z styling from the past 50 years, he also stressed that the car is a traditional rear-drive sports car that incorporates the latest state-of-the-art technologies.

Apart from its impressive 400-hp 3.0-liter V6 twin-turbo matched to a 6-speed manual transmission (9-speed auto optional), the cockpit gets a new interpretation of the traditional Z-style three analog pod gauges set up on top of the instrument panel while the race car style shift-up indicator located directly above the tachometer will no doubt become a much talked about the feature when the car lands in showrooms later this year.

2. Toyota GR GT3 Concept

At the Toyota Gazoo Racing (GR) stand, the covers came off another Salon highlight. Arguably one of the most aggressive manufacturer concept cars to ever feature at Makuhari Messe, the GR GT3 Concept interestingly borrows nothing from the brand’s huge range of road-going vehicles, but instead, offers a driver-focused, track-only coupe concept at first, with, perhaps, production car aspirations further down the road. Whether the car is destined for Japan’s Super GT series is yet to be confirmed, but with that “GT3” reference, you’d expect as much.

With its extra-long nose, long wheelbase, straight beltline, sharp sleek front end, huge rear wing, and a rear brake light design that resembles that of the Porsche Taycan, the GR GT3 looks more than ready for the race track as is. One aspect of the car that stood out when viewed from the side is that its proportions almost mirror those of the gorgeous Mazda RX Vision concept of 2017.

Details are slim at present. Toyota officials made no reference to a powertrain in any way, but given the fact that the car has exhaust pipes, we can expect it to pack a hybrid powertrain, most probably a V6 married to a turbo and a plug-in hybrid system that would develop upwards of 600-hp.

According to Toyota, the GT3 concept follows a pattern initiated by the multiple award-winning GR Yaris hatchback. The company plans to commercialize motorsport models first, instead of taking road-going cars and modifying them for racing. Even if Toyota does not make a road-going version of the GT3 concept, we hope that signature design elements of this awesome-looking machine make their way into production cars.

Like Mazda’s RX Vision concept, which appeared in Gran Turismo, one definite possibility is that we will see this car feature in Polyphony Digital’s best-selling driving game in the not too distant future.




3. Subaru STI E-RA Concept

As I roamed the Subaru STI stand, I noticed a BRZ STI concept and a WRX concept, but then, plonked in an obscure corner of the stand, behind the fully electric Solterra STI Concept was one of the most radical Japanese cars I’ve ever seen—the Subaru STI E-RA Concept.

While the Nissan Z was the most anticipated car of the Salon, the STI E-RA Concept was the biggest surprise. It literally appeared out of nowhere. “We told no one about it, not even Subaru of America,” said a Subaru staffer. In the world of social media and instant news and leaked teaser images, it’s extremely refreshing to see something that you did not know existed suddenly appear.

Subaru Tecnica International developed this low-slung 1,072-hp electric race car for one purpose—to set a new lap record around Germany’s famed 13-mile long Nurburgring Nordschleife race track. Propelled by 4 powerful 200kW electric motors, one on each wheel, the E-RA (short for ‘Electric Record Attempt’) is hellbent on setting a time of ‘400 seconds,’ or 6 minutes 40 seconds, according to Hiroshi Mori, STI’s general manager who green-lighted the project.

So why attempt such a radical move now? “We are a little behind with our introduction of EVs, so we decided to up the ante and create an extreme study model, and set a lap time that will help us develop fast, efficient EV race and road cars for the future,” answers Mori.

As Mori so aptly pointed out, the record STI is chasing is not the 6:05 time set by the single-seater Volkswagen ID R, but a slightly more leisurely 6:40 time for twin-seater electric cars. That ‘400 second’ that STI is however targeting a time that would outperform the two-seat Chinese NIO EP9 electric supercar that posted a 6:45 in 2017. Everything about the E-RA, from its 197-inch long frame to its 79-inch wide carbon fiber body to its perfect aerodynamic profile, huge chin spoiler, massive rear wing, roof air intake and race car tuned diffuser, all scream ultra-performance.

According to Mori, the 60kWh battery powering the E-RA should last just one lap, providing just enough juice to set one lap time. “Hopefully a record lap time,” says Mori. STI will test the car in Japan this year before heading to Germany sometime in 2023 for the record-breaking attempt.

Honorable Mentions For New Cars and Concepts

Honda revealed its next-generation Civic Type R wearing a rare camouflage. From a distance, it just looks like a generic red, back, and white covering, but up close this camouflage is a tapestry of Type R logo designs from all of the past Civic and Integra Type R models. As for engine specs, Honda was remaining tight-lipped but we can expect it to generate over 320-hp and offer a manual transmission.

Over at Mitsubishi’s stand, it was great to see their motorsport and tuning arm ‘Ralliart’ making a comeback through their ‘Vision Ralliart Concept.’ Based on the latest Outlander, the modified SUV is finished in a matte black paint job and employs a bold, muscular body kit and rear diffuser, 22-inch wheels, and 6-piston calipers.

And who could ignore the domestic launch of the Lotus Emira First Edition? Distributed by LCI in Japan, this sexy-looking coupe is powered by a 400-hp, 3.5-liter supercharged V6 with either 6-speed manual or automatic transmissions.

Three Best Customized Cars

1. Liberty Walk Aventador SVJ Carbon Fiber Body

Housed inside a high chain-link fence-enclosed stand that seemed inspired by a Mixed Martial Arts arena, the star of internationally-known customizer Liberty Walk’s display was a dark grey Lamborghini Aventador SVJ. And the customizing had nothing to do with its 770-hp V12 engine, which incidentally is how the car comes from the factory.

Arguably one of the most extreme customized cars at this year’s Auto Salon, this Aventador SVJ’s claim to fame is that it is covered in a totally new body kit made out of dry carbon fiber. Looking like a modern-day Batmobile, Liberty Walk engineers removed the car’s body, made bespoke carbon fiber molds of every part, and then replaced the standard body parts with the newly created lightweight carbon fiber pieces.

And the cost of this car? According to a spokesman, if you take a fully optioned SVJ’s costing around $700,000 and add the full dry carbon fiber (which is more expensive than wet carbon fiber) body kit fee of just over $200,000, and then add on a few extra options, you end up with a total price tag of just over $1 million. Given the quality of the work, I was not surprised to hear that Liberty Walk has customers in the U.S., Europe, and Brazil. The specialist customizer says that it will make around 20 of these body kits and nearly half have already been sold.

2. HKS Driving Performance GR86

As we’ve seen, the Tokyo Auto Salon does double as a stage to launch new manufacturer models and concepts. But it is still basically a customizing show and a big one at that. Without a doubt, the main base car for the vast majority of customizers and tuners is the recently launched second-generation Toyota GR86. At this year’s show, I counted no less than 30 heavily customized GR86s, but the one that stood out the most was the HKS GR86 which is no surprise given that HKS is one of the best known—domestically and internationally—customizers in Japan.

In Japan, customizing, racing and racecourse time attacks at the well-known Tsukuba Circuit go hand in hand, and this time was no different. Donning a startling triple color livery, the HKS GR86 has basically been race-prepped to challenge a sub-minute lap time around Tsukuba.

While the standard GR86 is fitted with a 230-hp 2.4-liter boxer engine, the HKS GR86 has a supercharger fitted that lifts power to a rumored 300-hp although HKS did not release this detail. But that’s not all. Fitted with a full battery of bespoke HKS modified parts that include a special lightweight body kit, HKS sports muffler, and exhaust system, a HKS heavy-duty clutch, an HKS oil cooler, and air filter, HKS Hipermax S sports suspension, Endless branded brakes, and Yokohama 18-inch wheels and Advan tires, the HKS GR86 knocked out a rather quick lap time of 1:01 making it the fastest GR86 around Tsukuba so far.




3. Pandem Widebody V8 GT-R ‘Hakosuka’

Saving the best till last. This heavily modified Nissan Skyline GT-R could just be our favorite customized car at this year’s salon. Notable customizer Trail Motor Apex Racing displayed a one-off ‘Pandem Widebody V8 Hakosuka’ (with ‘hako’ meaning boxy and ‘suka’ refers to Skyline) based on a 1970 Nissan Skyline GT-R. Now while the ultra-wide blacked-out, flared fenders look totally bonkers, those fenders house oversized tires that are more than necessary for this orange beast. Why? As if those 8 suspicious pipes poking out of the hood don’t give the game away. That’s right, this first generation GT-R packs a thumping NASCAR-spec 5.7-liter V8 engine pumping out an incredible 1,145-hp through the rear wheels.

While the car cannot be driven on public roads, TMAR says they will be doing some testing in the near future with the goal of ‘racing it.’ However, exactly where and when they will race it is still under wraps.

Nissan only made 1,945 so-called ‘Hakosuka’ GT-Rs and word on the street is that around one-third of them survive today. Compared to the Pandem Widebody V8’s 1,145-hp, the original GT-R C10, which won multiple touring car races, was powered by a 2.0-liter straight-6 engine generating just 160-hp, but still considerable power for those days. Race versions of these cars today can fetch upwards of $300,000 due to their rarity and race-winning history. Just how much this one-off V8-fitted GT-R would cost is anyone’s guess.




Honorable Mentions For Customized Cars

Okay, so we’ve featured our three best new cars and three best-customized cars. But of the hundreds of other tuned models on display, these ones also impressed no end.

One of the long-time heroes of the Auto Salon is the legendary rotary engine tuner RE Amemiya. These guys normally modify Mazda rotary-powered RX-7s and RX-8s, but this year, the highlight of their stand was a specially prepared Ferrari Testarossa powered by a 4-rotor rotary engine, which incidentally is the same number of rotors that powered the Mazda 787B race car to victory in the 1991 Le Mans 24-hour race.

My jaw dropped when I saw the gold-colored ‘Rocky 3000GT’, which is actually a replica of a 1967 Toyota 2000GT, arguably Japan’s most beautiful sports car. However, in place of the original 2.0-liter straight-6, this 3000GT is powered by an inline-6 3.0-liter Toyota engine. The price on the 3000GT was unclear, but for reference, stock 2000GT’s have fetched auction prices of over $1 million recently.

We also liked the sensational-looking Impulse AE86, which is a tuned 1986 Toyota Sprinter Trueno Corolla AE86 that has huge flared fenders, a carbon fiber body kit, and a modified engine developing 200-hp. Finished in a stand-out red, white, and black paint combination, this is the model of car that hardcore drifters all over the world use for sliding sideways around race tracks.

Speaking of 86s, well-known customizers GReddy and Blitz also outdid themselves with customized versions of the new GR86 that would cause a real stir in the U.S., a place that has been screaming for more powerful turbocharged models. Tuned with bespoke turbochargers, intercoolers, aeroparts, and sports suspension, these cars would be generating over 300-hp.




And who could ignore the other three bright yellow concept cars on display at the Liberty Walk stand. The canary yellow Lamborghini Aventador, Chevrolet Corvette C8, and McLaren P1 all benefited from bespoke carbon-fiber bodywork and were the best-looking threesome of the show.

Meanwhile, the ‘Bad Taste Award’ went to a bright pink Toyota Crown with dark green seats, pink steering wheel, pink seatbelts, and Swarovski crystal beads pasted all over the Crown and Athlete G badges.

Conclusion

One reason for the continued success of the 40-year-old Tokyo Auto Salon is that it has a little of something for everyone. With its new car launches and over-the-top customized machines, it’s a smorgasbord of automotive titillation that never gets old. Bring on TAS 2023.

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