Author Archives: Peter Lyon

2022 Mazda CX-5 Facelift Review

Posted on by

For Mazda, the CX-5 is its bread and butter model. It’s the hit crossover that put the brand on the SUV map a decade ago boasting multiple assets that offered families the best of all worlds. When the CX-5 first entered the market in 2012, Mazda’s marketing types claimed it offered buyers the fun of a sports car, the economy of a small car, the go-anywhere capability of an off-roader, and the practicality of an SUV. And it delivered on all counts. The revised version we see here offers even better handling and ride quality and a fresh new look.

In a recent critique of the CX-5, Car and Driver wrote glowingly that, “More than any mainstream compact crossover, the 2022 CX-5 makes its driver feel special. With a price tag that’s much closer to a Honda CR-V than a Porsche Macan’s, the Mazda is accessible to the same demographic group as the former but is also able to impress those who drive the Macan.”

CX-5 accounts for half of Mazda’s U.S. sales

It’s the model by which every other mid-sized SUV is measured nowadays in terms of design, technology, and body color excellence. Accounting for half of Mazda’s U.S. sales in 2021, the CX-5 is by far the brand’s biggest selling model. Year to date, the CX-5 accounted for 50.2% of all sales that amounted to 137,343 units.

In Europe, the model is currently selling around 8,000 units per month, in Australia, some 2,000 are finding new homes each month while in its home country of Japan, some 2,200 CX-5s are sold each month.

That’s not surprising really when you realize that this SUV was the brand’s game-changing vehicle back in 2012. It was the first model to employ all of Mazda’s new technologies at once—that included the new Kodo Design language, Mazda’s new suite of evolutionary Skyactiv technologies, and of course the brand’s now signature Soul Red body color. The CX-5 range welcomed its second-generation model in 2017, and now in late 2021, Mazda has just unveiled a facelift that we got to test drive in mid-December. In the U.S., buyers will be offered standard all-wheel-drive with a naturally aspirated 2.0-liter and a 2.5-liter turbo that was not available for our Japan test. More on the upgraded tech a little later, but first, let’s check out Mazda’s recent history in the area of design.

According to Ikuo Maeda, head of Mazda design who was responsible for creating Kodo Design and Soul Red back in 2012, the ‘Kodo – Soul of Motion’ design theme refers to an expression of the ‘dynamic beauty of life’ and can be simply defined as ‘Beauty Through Subtraction.’ The unique proportions, lines, subtle contours, and colors you see on the CX-5 and other Mazda models originate from highly sophisticated aesthetic sensibilities rooted in a unique set of Japanese values.

Making the most beautiful cars in Japan

All this colorful design language may sound a bit over the top and perhaps even a little eccentric, but this philosophy is exactly why Mazda makes the most beautiful cars in Japan. And that’s also why the brand has been recognized on the international stage with awards like the ‘Most Beautiful Concept Car’ at the 31st Festival Automobile International in 2016 in Paris for the RX Vision Concept, the ‘Red Dot: Best of the Best’ prize at the 2019 product design awards for the Mazda3, the 2020 World Car Design of the Year for the Mazda3, the 2013 Auto Color Designer’s Selection award for Soul Red, while the CX-5 ranked in Car and Driver’s 10Best winners for 2021 and won the 2012 Japan Car of the Year.

As for the third innovation launched in 2012, ‘Skyactiv’ is an in-house name for a series of technologies that re-invented and re-enhanced current chassis, body, engine, transmission, and suspension systems to increase fuel efficiency and engine output. A critical part of the Skyactiv menu was a selection of heavily revised gasoline and diesel engines and transmissions that delivered the seemingly impossible combination of improved performance and fuel economy.

So when Mazda bosses decide to tweak the popular CX-5 in any way, they must do it with the utmost care and understanding of what the market wants. Firstly, customers seemed happy with the exterior design, an exquisitely contoured body that appeals equally to both male and female buyers. But stylists still saw the need for a bolder yet simpler look as they tried to further elevate its already highly regarded exterior profile.

While the overall grille area has stayed roughly the same in size as before, designers have added a more three-dimensional black gloss finish mesh effect inside the grille with wider black gloss or chrome accents that extend out to the reshaped headlights. In contrast to the bolder, more complex grille design, Mazda’s stylists opted for a simpler, but more contoured bumper. Molders scraped on their clay models until they’d arrived at a smoother, more sculptured surface that looks cleaner and more elegant at the same time. Check out the photo below to compare the new vs old front end. The rear end also features a newly designed tail light assembly that stretches further around the back corners from the rear end of the wheel arches onto the tailgate proper.

Mazda’s always have fantastic driving positions and there is no exception here in the CX-5. There’s lots of adjustment available on the steering wheel with telescopic and tilt features, plus the seats have 6-away adjustment which means you can find your ideal driving position relatively easily. Speaking of visibility, the CX-5 is one of the best in class with great clear views all around. You also get Bluetooth for your Apple and Android devices, and parking sensors which is handy for a car of this size and height.

Every model is fitted with a non-touch 10.3-inch infotainment system that is operated from a rotary dial and volume control on the center console. The system does work well with voice-activated commands and buttons of the steering wheel, and it does boast high-quality graphics and a quick responsive menu, but I have a feeling that many potential buyers might enjoy a slightly larger display with touchscreen functions in line with many rival SUVs.

On the Japanese spec Sports Appearance version (translates to the U.S.-spec S Premium) drivers will be impressed with the first-rate materials, elegant yet subtle colors and tones, and the quality feel. The black leather seats with dark red stitching are sumptuous and new internal structural enhancements mean the seats are more supportive and comfortable than ever before, especially on long trips.

The Driving Experience

For the U.S. market, buyers will be able to choose from a 187-hp 2.5-liter naturally aspirated, four-cylinder Skyactiv-G gasoline engine or an enhanced 256-hp 2.5-liter gasoline turbo powerplant mated to quick-shifting 6-speed automatic transmissions. As the turbo is not available in Japan, we opted for the 2.5-liter non-turbo. While power and torque have not been altered for this facelift, Mazda engineers have tweaked throttle response which is noticeable as it helps to get the SUV off the line faster and is welcome when merging or overtaking on highways. The refreshed CX-5 delivers the herbs sufficiently at low to medium speeds but on the highway, with a full passenger load and luggage, you may be huffing for enough power to make that quick overtake or merge.

The areas identified by Mazda that needed attention were on and off-road handling, ride quality, and sound isolation. A few moments behind the wheel of this facelift version and the modifications are immediately apparent. Revisions to damper and spring rates and body reinforcements mean that internal noise and vibration is down significantly while the ride quality is surprisingly better. The Mazda also absorbs road imperfections without raising a sweat and the ride quality is as good as more expensive German rivals. The revised suspension isolates noise and vibrations well and the damping is stiff without being harsh. Thanks to these updates, the rear end sits firmer on the tarmac with less vibration and more stability in the corners.

The steering is sharp with loads of feedback and the brakes are progressive and grippy. The standard 187-hp four cylinder engine is punchy around town thanks to its smooth shifting 6-speed automatic transmission, but when trying to overtake on highways, it can feel a touch underpowered. One thing that makes the CX-5 such a blast to drive is that you don’t have to push it hard to enjoy it. The Mazda might be an SUV and have a relatively high ride height, compared to a sports car, but the CX-5’s chassis and body rigidity and suspension setup allow the car to stay flat in the corners and reveal very little understeer.

But perhaps the biggest, most significant addition to the car we tested was the ‘Mi-Drive’ mode dial on the center console. Mazda bosses identified that while the CX-5 more than catered to all of its customer expectations, it lacked most in off-road grip and stability. At first glance, it may seem like a switch that sat on the dash in the previous CX-5. It did to be sure, and it offered two modes—normal and sport. Now, to enhance the car’s off-road capabilities, a third mode—off-road mode—has been newly added. To enable us to test this new feature, Mazda set up a synthetic rocky outcrop in their Yokohama R&D Center that allowed us to test the new feature.

Engage the sport mode, drive up onto the makeshift hill and you lose grip instantly when your front tire catches air and spins violently. Sitting next to me offering calm advice, a Mazda staffer suggests I flick the switch to “off-road mode” which I quickly do. I re-apply the throttle to the same depth a moment ago, and within a second or two, the front tire that was spinning stops as that torque is re-directed to one of the rear tires to increase grip and allow you to escape from this ‘stuck’ position. Interestingly, when you switch the dial from sport mode to off-road mode, the revs increase automatically as you turn the steering wheel to enable the car the find enough grip to effect an escape. For the record, this feature is only available on gasoline powered models as the diesel version we get in Japan has enough bottom-end torque to enable a successful escape even if one of your front tires is spinning in mid-air.

Prices and Options

We know that every new U.S. spec model will be fitted with all-wheel-drive and that buyers will be offered a choice of either a 2.5-liter gasoline or a 2.5-liter gasoline turbo. Prices for the CX-5 will start from the ’S’ version at $27,125 to the ‘S Premium’ at $33,535 to the new ‘Turbo’ trim at $37,625 to the top-of-the-range ‘Turbo Signature’ at $39,875. Whether the newly fitted Mi-Drive mode selector will appear on U.S. spec models is yet to be confirmed, but if it does, we humbly suggest you opt for this feature.

While the entry-level ’S’ spec with the 2.0-liter naturally aspirated engine that we tested here, offers excellent cost performance, we feel that the new Turbo trim best represents what the CX-5 is all about—style, fun, practicality, and handling.

The CX-5 will come up against some strong rivals like the Nissan X-Trail, Kia Sportage, Hyundai Tuscon, Toyota RAV4, Honda CR-V and Subaru Forester, but we feel the CX-5 legacy plus the extra upgrades mentioned here will help the Mazda to stay near the top of the pile, especially appealing to those buyers wanting something with a more premium ambience and sporty feel.

As Car and Driver said, “more than any mainstream compact crossover, the 2022 CX-5 makes its driver feel special.” And now with these handling upgrades and the subtle, stylish new look, the CX-5 just goes from strength to strength.

The post 2022 Mazda CX-5 Facelift Review first appeared on Yanko Design.

LEXUS NX 450h+ Plug-in Hybrid Review

Posted on by

The all-new NX450h+ joins the Lexus lineup by making some pretty big claims. Firstly, and most critically, this flagship model of the new NX range is the luxury brand’s first-ever plug-in hybrid vehicle (PHEV) which is surprising given that Lexus has offered electrification through hybrids for so long. It also gets Lexus’ first-ever interface boasting a huge 14-inch touchscreen that totally dominates the dashboard. According to Lexus, this electrified SUV also just happens to be the first of 20 new products slated to appear in the range over the next four years.

The model we’re testing today is the 450h+ F Sport all-wheel-drive which is the top-of-the-range model and is new from top to bottom.

According to Lexus, this second-generation NX is the most comprehensive redesign in their 32-year history. And it needs to be after the brand was caught napping in the electrification and tech arenas. While rival brands such as Mercedes Benz, BMW, and Audi forged ahead with PHEVs, Lexus was content just to offer basic hybrids. Now, however, as we will see, it offers one of the best in its class.

New NX gets more mature, subtle refined look

The NX’s exterior design is a result of an evolutionary process but you will find new parts wherever you look. Firstly I do like the beautifully styled optional triple beam LED headlights with the integrated daytime running lamps which kind of remind you of a Nike swoosh. I retain the same positive feedback for that humungous signature ‘spindle grille,’ a shape that often has me grimacing. The reason? I’m not normally a huge fan of that grille shape, but I do think the stylists did a great job in finishing it with a gloss black treatment which tones down the impact of the grille and gives it a more subtle, mature and refined look.

After all this time, it would seem as though Lexus designers have finally found a happy medium between seeking a strong identity—through that grille—while giving it the subtlety it desperately needed. I also give the thumbs up to the brake ducts, once again finished in gloss black, which are functional and actually work to suck air in and cool the brake assemblies. The LED fog lamps and the silver front splitter work superbly to contrast with the black accents on the front of the vehicles.

The gloss black treatment on the 20-inch wheels is chic, especially when set off nicely by those bright orange brake calipers. And one design feature I especially like is the reluctance of designers to use black wheel arch surrounds that seem too common on many SUVs today. On our test car, the wheel arch surrounds are a deep blue, the same color as the rest of the body. This feature, in my opinion, makes the NX look classier and more luxurious.

Between the A and C pillars Lexus has fitted some subtle dark chrome finished window surrounds and gloss black-capped door mirrors that employ new 360 degree full surround camera technology. As for the door handles, they too are totally new. On the second generation NX, you do not pull on the door handles to open the door. Instead, you insert your fingers inside the handle and push the switch on the inside to open the doors. Along the side of the SUV, you have a character line that flows from just below the A-pillar backwards through the front door handles and then, from around the middle of the rear doors, heads north towards the angled C-pillar.

At the rear of the car, you have some very stylish lines that match the front end. The wrap-around brake light assemblies stretch from just aft of the fuel filler caps to one-third of the way across the rear door, connected by a full-width red LED bar that gives the NX a futuristic look. It’s just a shame that stylists did not hide the rear wiper under the roof spoiler as it would have cleaned up the tail end look no end.

Below the wiper, designers have done away with the Lexus logo and replaced it with the new Lexus font. And below that you have the model badging — NX450h+ AWD, which is what every 450h+ offers. Then at the lower extremity of the rear bumper you have a silver accent on the bumper flanked on either side with fake exhaust outlets, just for show.

The new 14-inch touchscreen redefines Lexus interiors

Inside the car is as innovative as it is on the outside and under the hood. The dashboard is luxurious and futuristic, highlighted by a massive 14-inch infotainment touchscreen. Gone is the fiddly touchpad, replaced by an easy to use screen that offers wireless updates, and wireless Apple and Android compatibility. It also boasts Lexus’ new ‘Hey Lexus’ voice activated feature that allows you to do everything from asking your car—while not taking your hands off the steering wheel— to turn on the wipers, change radio stations, switch on seat heaters and turn the air-con up.

Notably, this system is intuitive and as smart and responsive if not smarter than most of its rivals. I also like the way that designers have decluttered the dash and halved the number of switches and dials making the interior look more luxurious and classier. The Mark Levinson audio system is also specially designed and fitted for Lexus and delivers a truly excellent sound experience.

Before you take off, you can also push a button on the dash that will give you a quick 360-degree scan of the environment around your vehicle, to allow you to check for any stray kids or pets or obstacles that might be lurking just out of view. And of course, when you select reverse, your rear view appears on the monitor in full HD quality with trajectory lines that allow easy reversing.

Just below the touchscreen, the NX offers a USB port, a USB-C port, and a wireless charging tray that is actually a lid hiding a secret compartment. Around the gear shifter, you will also find some luxurious gloss black treatment with aluminum accents around the two centrally located cupholders.

The two-toned seats offer excellent lumbar and back support and are artistically contoured and sexy, featuring some subtle F Sport badging. Drivers also have a choice of using the standard rearview mirror or a newly fitted digital mirror, which is high definition and clear but does take some getting used to. What is pleasing to the eye and to the touch however are the stitched dual leather steering wheel, full digital display, and aluminum paddle shifters and pedals. I really liked the super clean graphics inside the driver’s instrumentation showing power readout, digital speedometer, fuel and battery gauges, and level of charge. It also offers different gauges depending on what mode you use.

In the back, you have plenty of headroom and legroom and the seats are supportive and comfortable. The floor is flat meaning that three people can enter and exit easily while rear seat passengers get their own air-con vents as well as two USB-C ports for charging smartphones. In the luggage area, you have 22.7 cubic feet of space with the rear seats up. Fold them down, and you’ll create 46.9 cubic feet which is comparable with German rivals.

In keeping with the vehicle’s innovative underpinnings and features, the new NX now gets bespoke door handles that require finger pressure to open them. On the inside, you have a choice of either pushing a button that automatically opens the door or if you need to get out quickly or your battery fails you can open the door manually with a handle as well.

The exterior might get a choice of 11 colors, including the heat blue contrast on our test vehicle, but inside buyers will have a choice of no less than seven trim color combinations. These include the ‘F Sport bespoke white’ and black trim on our test car in addition to an F Sport flair red, a hazel, black and rich cream, dark rose, and a black. I also liked the contrasting white stitching on black leather and the soft materials throughout the cockpit. This NX is also fitted with the Lexus’ new safety system 3.0 which offers features such as automatic steering corrections when needed and emergency braking.

The Driving Experience

So the 450h+ might be the brand’s first PHEV, but it actually shares its TNGA-platform with the Toyota RAV4 as well as its 2.5-liter four-cylinder gasoline engine and CVT. The 450h+ gets two electric motors, an 18.1kWh battery pack, and up to 40 miles or EV driving range. One feature the NX450h+ does not have is a quick charging port. Lexus explains that its strategists decided that this PHEV did not need a quick charging port and that a standard 200V port would suffice. I beg to differ as many owners, I’m sure, would like to have the option to quick charge their car when a quick charger is available.

Boasting a total power output of 302hp, the 450h+ can jump from zero to 60mph in just 6.0 seconds which is more than quick enough in this segment. Given that the NX is based on the RAV4’s underpinnings, the throttle response and steering feel are almost identical, which is no bad thing given the RAV4 has sharper steering than many rivals. But, as expected of a Lexus, the NX is more refined, comfortable, and rides better and quieter without sacrificing body control. It will easily cruise on the electric motor only up to 83mph for zero-emissions driving. In hybrid mode, the NX delivers strong battery-assisted driving as it works hard to manage how the battery is efficiently deployed.

The 450h+ is fitted with the F Sport suspension set-up that adds performance damping and a two-step variable adaptive suspension system to the MacPherson strut front-end and double-wishbone rear, and the resulting high levels of grip and comfort are what you expect from Lexus. It also uses a different braking system, with the traditional booster set-up replaced in our test car for an electrically-boosted system, complete with larger orange front brake calipers offering 340x38mm front discs in contrast to the 328x34mm rotors in the non-plug-in hybrid.

Of course, below the 450h+ you have the 350h model which employs a hybrid system in contrast to the more hi-tech, more efficient, heavier PHEV system. The 450h+ raises the weight of the car from the 350h’s 1790kg to 1990kgs, which comes from the larger battery pack, power electronics, and cooling system for the batteries. On the road, the NX is smooth and quiet and handles surprisingly well for a heavy SUV. The ride quality is far better and organized than its predecessor, but the biggest improvement is that the electrical power running through the e-motors means the 2.5-liter engine can rest more often, and exert itself less whenever it’s forced to stir into action.

Flick the drive mode switch on the dash from S to S-sharp and you will notice your instrumentation changing instantly as your dampers stiffen, your throttle response quickens and your steering gets sharper. While the NX tries to stay in EV mode as much as possible, once in S-sharp, you are needing more responsiveness from your powertrain so the engine will cut in more often with a slight buzz from the engine bay to let you know that you are running with the engine and motor together.

Price and Options

Starting at around $55,900, the 450h+ F Sport qualifies for the $7,500 tax credit which means that you can purchase the car for under $50,000, making this SUV a very desirable car.

Compared to its main rivals in the BMW X3, the Audi Q5, and the Volvo XC60, we feel the new NX is a more current and better-looking SUV overall with higher levels of interior quality and stronger street cred. Meanwhile, in terms of PHEV credentials, we also think this particular NX outperforms the Range Rover Evoque PHEV, BMW X1, and the Volvo XC40 Recharge and delivers quieter, smoother running in EV mode and even when the gasoline engine fires up to charge the batteries. Potential buyers will have the option of the lower-spec (9.8-inch touchscreen) and cheaper 350h priced at $41,000. But we feel that the 450h+ driven here, given its performance, luxury levels,
interior features and that huge 14-inch touchscreen, plus the 450h+’s prestige value and $7,500 tax credit, make the 450h+ F Sport the better buy.

Lexus successfully identified where the new NX needed to improve and in what areas it had to catch up to its rivals. The NX450h+ is efficient, quick when it needs to be, comfortable, practical, refined, and relaxing to drive in EV mode or not. It will redefine the Lexus brand and give it that much needed plug-in hybrid status.

The post LEXUS NX 450h+ Plug-in Hybrid Review first appeared on Yanko Design.

Mercedes Benz A250e plug-in Hybrid Review

Posted on by

PROS:


  • Boasts 44 miles of electric-only driving

  • MBUX infotainment system is talented and fun to use

  • Has the best cabin in its class

CONS:


  • Gasoline engine lacks refinement

  • Brakes are spongy

  • Smaller than normal gas tank means limited overall range

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

Boasting a 0-60 mph sprint of 6.6 seconds, drive the A250e in electric-only mode, and you will have one of the smoothest, most responsive compact sedans on the market today.

Without anyone paying too much attention, Mercedes Benz has taken a significant lead over its main rivals in the plug-in hybrid (PHEV) genre. In contrast to BMW and Audi’s four model lines of PHEVs, Mercedes has double that amount of models and is also the only brand to offer both gasoline and diesel-powered PHEVs.

Today, I’m going to review the baby of the company’s so-called electrified EQ Power family, the A250e sedan. This is a front-wheel-drive four-door with a 1.3-liter turbo engine mated to an electric motor and an 8-speed dual-clutch transmission. Just to recap, a plug-in hybrid offers electric-only drive, gasoline engine power, or a combination of both depending on what mode you choose. This car may be a PHEV but specs such as maximum power of 215-hp, a 0-60mph in 6.6 seconds, and a 15.6kWh lithium-ion battery suggest that the A250e performs more like a sports sedan than a traditional plug-in hybrid. More on that later, but yes, it does.

The truth about plug-in hybrids

You hear a lot about plug-in hybrid vehicles these days but just how popular are they? They are becoming increasingly popular among drivers who want to go electric but are still bothered by range anxiety and so feel comfortable with the added ‘insurance’ of a gasoline engine that can act as a generator to charge batteries. So what share of the market do PHEVs hold? Try 1.9% in the U.S. in 2019 which translates to around one-fifth of the total amount of plug-in electric vehicles on the road today. In 2020, the American PHEV stock represented 20% of the global plug-in hybrids making the U.S. the world’s third-largest stock behind China with 47% and Europe with 25%.

The $64,000 question: how do you go about turning a gasoline-powered A-Class into a plug-in hybrid. The first task is to remove the gasoline tank, and in its place under the rear seats, you need to install a large battery pack. But what do you do with the fuel tank? Mercedes designers had to shrink the tank to 35-liters and then squeeze it in next to the rear axle, which acts to compromise a small amount of trunk space. On the positive side, rear seat space remains unchanged with decent leg and headroom.

The overall exterior design is elegant and sporty with a high belt line and short front and rear overhangs. Even for an A-Class, the smallest sedan in Mercedes’ range, the grille is bold and by stretching right across the car’s nose from one headlight to the other, it delivers significant street presence for a small car. Boasting an overly large three-pointed star emblem (let’s face it, carmakers are growing their emblems with every new generation to further solidify brand identity) and chrome bar that splits the grille in half horizontally, hundreds of beautifully-crafted tiny hexagonal chrome shapes appear to float on a black background as they drift away from the central emblem in a wave ripple effect. The black brake ducts located under the sharp upslanting headlights are very sporty and seem influenced by the firm’s luxurious AMG arm. Up the back of the car, the chrome exhaust tips are just for show with the real exhaust pipe sitting under the car hidden from sight.

The dual touchscreens offer brilliant graphics and color

Inside, the cabin is, without doubt, one of the best in its class and is teched up to the hilt. The A250e is offered in only AMG Line trim so all will be well-equipped cars. The highlight of the dashboard is without doubt those twin 10.3-inch digital touchscreens that house highly acclaimed Mercedes MBUX (Mercedes Benz User Experience) infotainment system. A feature now available on all Mercedes models from the S-Class down, MBUX is voice-activated using the phrase “Hey Mercedes.”

Importantly, this feature is cloud-based so it has a lot more computing power than most other digital assistants. It will prompt you with the phrase “How may I help you?” You can ask it about the weather or to change the radio station, turn down the cabin temperature or turn on your seat heater. Ask it “Are you my best friend,” and it will reply, “You bet, buddy.” Ask it, “What do you think about Audis?” And it will reply with some impeccable logic, answering, “The same as you, otherwise you would not be sitting here.” And the piece de resistance of the MBUX’s makeup—ask it to tell you a joke and it will reply, “Sorry but my engineers were German.”

The dual-screen combination delivers the best, most high definition graphics and richest colors in their class. But to get the twin screens as well as the color-adjustable ambient lighting feature, you have to spend extra on AMG Line Premium trim. The screens deliver augmented reality navigation prompts which is cool but takes a little getting used to. While the touchpad on the center console can be a little fiddly to use, the thumbpad scrollers on the steering wheel spokes work well and the navigation system responds to voice commands. The 225W ‘Mercedes Advanced’ sound system is high quality, packs all the power you will need, and offers both Android and Apple compatibility.

Boasting impressive levels of refinement, the aluminum-accented triple circular air vents surrounded by piano black are neat and classy, while all switches and dials offer excellent tactile rigidity and are sharp to the touch. The two-toned red and black seat design on my test car looked luxurious and sporty at the same time and the seats offered good lumbar support.

The Driving Experience

As was briefly mentioned above, the A250e is powered by a turbocharged 4-cylinder, 1.3-liter gasoline engine, an electric motor, and a 15.6kWh lithium-ion battery pack. Married to an 8-speed dual clutch gearbox, this A-Class has a total combined output of 215-hp, in which the engine produces 158-hp and 184 lb-ft of torque while the electric motor generates 100-hp and 221 lb-ft.
Like virtually all PHEVs, the A250e’s role is to use up all its battery power before starting the engine. It defaults to Electric mode when you switch it on, but you can choose to save some charge for later or let the car manage the two power sources as it sees fit. Using a switch on the center console, you can cycle between four drive modes: comfort, sport, EV, and battery level which essentially turns the A250e into a dedicated internal combustion engine vehicle allowing you to save all of your precious battery power for when you actually need it.

Most PHEVs claim 30-35 miles of electric-only range and actually deliver 25-30 miles. Mercedes claims 44 miles and will do a decent 35 miles at speeds of up to 87-mph without needing to fire up its engine to recharge the batteries. That’s good because according to statistics, most commuters drive fewer than 30 miles per day. And even with a totally depleted battery, the engine will shut down when you take your foot off the gas, saving even more fuel.

A full charge takes less than two hours which is not a big ask at the end of your daily drive. So, assuming you have a driveway, you really have no excuse not to keep it charged. And keeping it charged is really what you need to do—and not rely on the engine to recharge the batteries while you drive. The reason? If you start your journey with a full battery, Mercedes say you can get 256 mpg. But if you don’t start with a full battery, because you haven’t bothered to charge it overnight, then the figure drops drastically due to the fact that the gasoline engine is dragging the extra weight of the electrical components without any help. On the day I tested the car, I returned around 80-mpg in a normal city driving in central Tokyo. Using a quick charger, the Mercedes’ battery pack will fill up from 10 percent to 80 percent in under 30 minutes, or if you use your home charger that would take around 7.5 hours.

Interestingly, the electric-only mode is far more enjoyable than the other modes because it’s here that the car shines at its smoothest and quietest. When the gasoline engine kicks in, however, the car is noisier, feels far less refined, and is a telling reminder of just how old-school and unwieldy small gasoline engines feel in comparison to EVs. In a way, it does feel like you’re driving a Dr. Jeckyl and Mr. Hyde type of vehicle, a car that has two distinct faces—the clunky noisy gasoline engine of the 20th century and the smooth, quiet, efficient electric motor of the 21st century.

If you can tolerate the noise and vibration coming from the engine, then sport mode is the one to use in terms of performance and handling. With a 0-60 mph sprint time of 6.6 seconds, it’s quick enough off the line to keep up with a hot hatch and will max out at 146-mph, which is quite impressive for a car that tips the scales at 3792 lbs. The 8-speed gearbox is good and lets you shift quickly and effortlessly between gear ratios using paddle shifters located just behind the steering wheel. However, left to its own devices, the dual-clutch transmission does tend to hang on to gears longer than it should sometimes which can lead to slightly jerky driving. In EV mode, these paddles double as a regenerative brake level selector allowing you to dial up the car’s automatic braking when you lift off the throttle.

It’s quite good in the corners too. While negotiating a bend you quickly realize that the A250e’s low center of gravity keeps the car planted as it resists body roll. It also offers plenty of grip with light, accurate steering, and good road information being transferred through the wheel.

The brakes are very hybridized. Translated that means they are a little grabby, with a spongy, springy pedal feel. You won’t want to push it too hard as the car is a lot heavier than the normal A-Class and thus prefers to live life at a slower pace. Be smooth, however, and it will reward you at the pumps.

Pricing and Options

The A250e is an expensive A-Class, with the AMG Line Premium car we tested coming in at almost £36,000 or around $47,600. As a matter of fact, the A250e is sold in Europe, Japan, and Australia but not in the U.S. since the model it’s based on is not sold there. But according to one source, we could potentially see this technology in something like a CLA or a next-generation GLA.

So how do we rate this A250e? It may sit at the entry-level to PHEVs at Mercedes but it does give you the best of both worlds. It gives you all of the features that people like about the A-Class, with the added bonus of driving it in electric mode and with a range that permits a 20-mile daily commute. This compact four-door offers some mighty fine tech, including the talented hilarious MBUX infotainment, good mileage and handling, and decent performance.

In contrast, the car’s gasoline engine is a little rough around the edges, which makes you want to keep it in EV mode even more. If you’re the type of person who wants to dip your feet into the world of electric cars but doesn’t want to get stung by range anxiety, then the A250e is a definite strong option. After all, as we head towards 2030, most carmakers will be switching to a two pillar model lineup strategy—electric and plug-in hybrid. If you want a compact luxury car with good mileage and some worthy earth-friendly credentials, then the A250e might just be a good place to start.

The post Mercedes Benz A250e plug-in Hybrid Review first appeared on Yanko Design.

2022 Subaru WRX Review

Posted on by

Few car names invoke as much passion, awe, and anticipation as the WRX. Just say those three letters and car nuts everywhere get sweaty palms as they know you’re talking about the road-going version of Subaru’s legendary World Rally Championship winning all-wheel-drive turbo. And for 2022, a radical new version will land in showrooms keeping that legacy alive.




The WRX outlasted its arch rival

The Impreza WRX (‘Impreza’ preface dropped in 2013) first appeared in 1992, at the same time as its arch rival, the Mitsubishi Lancer Evolution. For the next two decades, with successive generations, these two pocket rockets battled each other in the WRC, on rally stages around the world, and for street kudos like two aging gladiators fighting for the ultimate honor in a colosseum. But the Subaru ended up outlasting the Mitsubishi when the Evo went out of production 5 years ago. Over a span of 9 years from 1995, the WRX won three manufacturer’s championships and three driver titles, putting those three letters—WRX—firmly on the map and giving the car cult-like status in sports car and gaming circles.

The car, however, was not always referred to as just ‘WRX.’ Up until 2014, the Impreza WRX and the base-model Impreza sat on the same platform. When Subaru decided to give the WRX a new platform in 2014 when building the fifth generation of the car, differentiating it from the base Impreza, they dropped the ‘Impreza’ preface, kept those three tell-tale letters, and added ‘S4.’

Now, some 29 years after the original version debuted, the fifth generation WRX export model has just been revealed in its final production form at the Los Angeles Auto Show in November. And I got to test drive the range-topping WRX GT model to the limit at Sodegaura Forest Raceway, one hour southeast of Tokyo. Boasting a totally new body, enhanced 4WD system, all-new platform with stiffer rigidity, totally new interior and a new larger capacity 2.4-liter turbocharged flat-four engine, the new model aims for enhanced performance and handling while delivering better economy and cleaner emissions. More on that new engine in a moment.




WRX concept’s extreme body toned down for final production model

But before I get into the car’s performance and on-road manners, let’s go back a few years and see where this new model came from. First unveiled at the 2017 Tokyo Motor Show, the extreme ‘Subaru Viziv Performance Concept’ (pictured below) gave us a sneak peek at what a new WRX might look like. With its wide and low stance, superb wedge-shaped silhouette, massively flared fenders, rugby ball-sized brake ducts, sharp, aggressive front end and quadruple exhaust pipes, the concept looked like a Scud missile on four wheels. Considered one of the best-looking cars of the show, and arguably Subaru’s most aesthetically appealing concept car ever, hopes were high in motoring circles that Subaru beancounters would retain as much of those sporty, in-your-face lines and edges as possible when the new WRX came to market.

However, while the new car does sit on the brand’s highly acclaimed Subaru Global Platform, shared by the Outback and Forester, the extreme styling traits were watered down. As so often happens when a new model is transformed from concept to road-going version, the new WRX did manage to keep some aspects of the concept like the concept’s sharp hexagonal grille and headlight contours, but saw those awesome flared fenders and over-the-top silhouette toned down for the mass market.

But while the production model now offers more conservative design influences, it does however still feature typically characteristic WRX styling traits like a large hood scoop to feed air to the intercooler, and chunky blacked-out trim on the wheel arches and side skirts is a nod to its off-road potential, according to one Subaru staffer.

Playing the devil’s advocate, however, at first glance these dullish black plastic surrounds take some getting used to and are rather controversial in the motoring world, to say the least. They make the WRX look more like an awkward Forester sedan than a high-performance sedan. On the positive side, these black parts do work aesthetically to give the car a slightly thinner-looking side profile, which in turn, makes the WRX seem as though it means business. The rear wing has also been subtly integrated into the trunk design to help shift the car away from its long-time boy racer image. Although we can expect to see a snow board-sized rear wing on the hot WRX STI model slated for launch in a year or so.

Subaru’s design department also highlights a few functional styling upgrades that help to elevate the new WRX’s dynamic performance. In addition to new functional brake ducts at the front corners of the car that channel air into the wheel arches to cool the brakes, new air outlets behind the front wheels reduce lift on the front tires and improve overall stability at speed. In addition, new air outlets at the rear of the car help to streamline the WRX and stop air from getting trapped under the rear bumper. One designer even pointed to the special aerodynamic texture of the engine under tray that reduces air resistance to improve front-end downforce as a special feature of the aero package. To further reinforce the new WRX’s image into an increasingly discerning market, Subaru has also added a new ‘solar orange pearl’ body color to a range of eight colors.

WRX gets a more driver-focused cockpit with flat-bottomed wheel

It is inside the car where the WRX’s reinvention is most obvious. Aiming to bring the new model into line with more upmarket European sports models, the new cockpit features a driver-focused layout with a flat-bottomed steering wheel and a generous amount of leather, faux-leather, and soft cloth with bright red stitching gracing the seats, steering wheel and dashboard. The idea behind the cloth finish on the seat base is to hold drivers better in their seats when cornering at high speeds.

Carbon-fiber and chrome accents around the air-conditioner outlets, doors, center console, and steering wheel add a touch of class while the huge iPad-sized 11.6 inch HD touchscreen delivers Subaru’s latest Starling infotainment system with Apple CarPlay and Android Auto built-in. The touchscreen provides high-quality clear graphics and a quick to the touch reaction time when selecting menus.

Two-tone burgundy and dark grey optional seats are made by Recaro and offer excellent lumber and back support. To be honest, however, I feel Subaru could have been more adventurous with their color choices, especially the dull burgundy hue on the seat. Given that Subaru is trying to take the WRX upmarket and appeal to a slightly more mature buyer, it would have been good to see a brighter red used to contrast with the seat’s dark grey and black tones, while a red or signature STI-style dark pink stripe on the seatbelts would have enhanced the interior ambiance no end.

One feature that certainly does enhance the driving experience is the premium Harmon Kardon audio which uses a high performance class-D amplifier pumping out 504 Watts of power that sends your music through its 11-speaker sound system.

The Driving Experience

With the new WRX’s powerplant, don’t expect to find any electric motors or hybrid options. This car packs a new Subaru 2.4-litre turbocharged four-cylinder boxer engine – a format employed by every WRX since the original 1992 model. In this new guise, it pumps out 271-hp (up 3hp over the predecessor) and 258 lb-ft (43-hp and 74 lb-ft more than the naturally aspirated unit in the BRZ) and boasts a twin-scroll turbocharger. The torque curve has been broadened to deliver peak output from 2000 rpm to 5200 rpm and it is clear to see that the extra 400cc of displacement, along with a new electronically controlled turbo wastegate and bypass valves, all combine to improve throttle response and nullify turbo lag. Keep the turbo purring above 3500 rpm and you’ll have a gutsy instant boost of acceleration every time you need it. Off the line, the WRX is noticeable quicker and the extra punch exiting corners is addictive. Power goes to both axles via a 6-speed manual gearbox or a new 8-speed automatic Subaru Performance Transmission (SPT) said to offer 30% faster upshifts and 50% quicker downshifts.

Unfortunately the Japanese spec I drove only offered the SPT as the 6-speed manual is not offered in its home country. This 8-speed gearbox is basically a rehashed continuously variable transmission, but meticulously tuned to offer eight distinct gear ratios, which are surprisingly distinguishable, but with a more aggressive shift logic that provides quicker and beefier throttle response across the entire powerband.

The U.S.-spec model might not get the all-new ‘EyeSight X’ technology fitted to the Japanese spec WRX GT, but it does get a tweaked version of the predecessor’s EyeSight Driver Assist Technology that monitors traffic, optimizes adaptive cruise control, and warns you when you sway outside of your lane. This tech also offers automatic pre-collision braking and automatic emergency steering that can steer away from an oncoming obstacle when there is a clear path and braking alone may not be enough to avoid an accident.

On the road, the WRX can only be described as masterful and gripping. The new WRX GT really does handle superbly and delivers its power effortlessly and seamlessly thanks to its new 2.4-liter turbo boxer that feeds power to the road through a new rapid shifting 8-speed auto transmission. It may not be as quick or convincing as, say, a VW DSG 7-speed gearbox, but it certainly does the job.

The WRX GT is fitted with a bespoke drive-mode select switch which adjusts the car’s powertrain, electronically-controlled dampers, and power steering to suit the driver’s needs. With overhauled front suspension, 18-inch Dunlop SP Sports Maxx tires, quicker steering, and ventilated disc brakes all round, Subaru claims the WRX boasts “the highest levels of dynamic performance and ride comfort in its history”. I might have to agree. This car gets the business of going quick safely with the minimum of fuss. When pushed to the max, the WRX jumps off the line faster than its predecessor, stays flatter in the corners than any WRX before it, and resists understeer more than any other Subaru before it.

Its steering is quick and pinpoints with plenty of feedback from the road while its power delivery is instant and effortless. What will impress more discerning buyers is the top-class ride quality that the WRX offers thanks to its new platform and suspension setup.

Prices and Options

Prices have not been released yet, but in the U.S. we can expect the WRX GT to slot into its flagship role at around $36,000, with the entry-level model starting at around $30,000. Expect the WRX STI to hover around $40,000. Competitors to the WRX include the Volkswagen Golf GTI and the new Hyundai Elantra N which is powered by a turbocharged 2.0-liter developing 276-hp.

As pressure is being put on automakers to switch to electrification and phase out their gasoline engines over the next decade, I asked an engineer why he and his team went to so much trouble to produce such a thrilling car. “We wanted to go out on a high, extracting everything possible from our decades of continuous development and accumulation of high performance technology and all-wheel-drive handling from our rally program. We wanted to squeeze every drop of passion and pace out of our flagship sports car and honor its WRC successes while paying tribute to our legions of fans around the world that have stuck with us over all these years.” Good way to go out fellas. Can’t wait for the stonking WRX STI in a year or so. That’ll be something really special.




The post 2022 Subaru WRX Review first appeared on Yanko Design.

2022 Toyota GR86 and Subaru BRZ Review

Posted on by

In a world of intense competition and oneupmanship, it warms the cockles of my heart to see carmakers collaborating to build a car. But when you consider the sometimes diametrically-opposed corporate cultures and design philosophies that must be massaged and compromised to realize a new car or two, it’s a wonder at times that such tie-ups work at all.

When the magic does happen, however, it’s like a smorgasbord of flavors and textures that bridge cultural divides like a fillet of steak with wasabi and soy sauce garnish or a sushi roll with avocado and mayonnaise.

The all-new rear-wheel-drive Toyota GR86 and Subaru BRZ might both be Japanese brands, but they live at opposite ends of the automaker cultural axis.

Of late, we’ve seen Mazda and Fiat use the immensely popular MX-5 running gear to co-develop the current generation MX-5 and Fiat 124 Spider while Toyota and BMW opted to focus on a BMW chassis and engine to produce the new Supra and Z4 sports cars.

In 2012, Toyota teamed up with Subaru and employed its chassis and boxer engine to create the Toyota 86 and Subaru BRZ. Now, some 9 years on, Toyota and Subaru have not only joined forces to create both brand’s first-ever electric car (the Toyota bZ4X and Subaru Solterra), but they have taken the newly named ‘GR86’ and BRZ to new heights with an all-new Subaru-sourced platform, new sportier bodies, and a bigger, gutsier 2.4-liter boxer engine.

Intrigued by what these two radically different carmakers had achieved, yet again, I rocked up to the ‘GR86 vs BRZ test drive’ near Mt Fuji in early November to check out whether we’ve ended up with a Dr. Jeckyl vs Mr. Hyde situation or a Bruce Lee vs Jet Li comparison. And after the drive, I’d have to lean towards the latter. These twins pack the same agility, talent, and power, like Lee and Li, but behave slightly differently when pushed hard to the max.

How did Toyota and Subaru split their duties?

In this collaboration, Toyota looked after the product planning and design side of the equation while Subaru took responsibility for the development of the hardware including the chassis and powertrain.

Given that the cars boast the same platform, engine, brakes, and transmissions, it seems only obvious that they would opt to differentiate their coupes from one another by using some bespoke cosmetic surgery inside and out while tweaking their suspension to deliver slightly different handling and ride quality. And that’s exactly what they’ve done.

Exterior styling can be very subjective but what both carmakers have done with their new designs is taken the sheetmetal to where it needed to go. Both cars may have maintained the overall good-looking proportions of the predecessor, but this time designers have employed an edgier, more sculptured exterior that features bigger grilles and more efficient air intakes and vents to cool brakes. Other features that stand out are the lip subtle lip spoiler, stylish side sills, flared rear wheel arches, neater tail light treatment, and twin chrome-covered exhaust pipes.

When I sat down after the drive to chat with designers, I was treated to an interview rarely experienced in over 30 years of writing about cars. Given the rivalry of most carmakers, I can count on one hand the number of times I’ve ever sat down to discuss a car, or cars for that matter, with designers from two different carmakers. With one designer from Subaru and another from Toyota sitting in front of me, I asked them about their design processes. As expected, their replies couldn’t have been more opposite.

For designs, Subaru stylists still use clay, Toyota uses CAD computers

With a smile on his face, the Subaru designer told me that his team still likes to work with clay models and get their hands covered in the silky muddy substance, while Toyota stylists prefer to lean towards creating their designs on computers. Subaru stylists still like to work, when they can, with a clay model and meticulously shave small pieces of the soft clay off the prototype design until they reach their desired effect. Although as our Subaru stylist pointed out, “a lot of the clay contouring today is done by automated computers now.”

When I enquired what the Toyota designer thought of Subaru’s clay modeling, he grinned and said his team enjoyed the out-of-body (out of Toyota) experience of getting their hands on some clay, while the Subaru designer said he learned extra advanced methods of contouring from Toyota on a CAD computer.

But what really came across from listening to both designers discuss the design process was the obvious camaraderie they’d developed working together. And to be honest, that feeling was clear and present in the cars that they’d produced. Having already checked out the new Toyota bZ4X and Subaru Solterra electric vehicles that employ the same Subaru platform and Toyota EV powertrain, it is plain to see that these two carmakers, although starting out nearly a decade ago to build the first generation 86 and BRZ with much trepidation, have learned how to embrace each other’s differences and make something meaningful out of it.

So what does differentiate the two cars?

The almost identical bodies are the design traits the two cars share. So how are they differentiated? It goes without saying that the most noticeable difference lies in the grilles. Whereas the BRZ incorporates a hexagonal grille design DNA from other Subaru models like the Crosstrek and Outback, the GR86 takes design hints for its grille from the multiple award-winning GR Yaris, strategically keeping its styling DNA in the GR family. Other subtle design deviations include the brake ducts at either side of the grille with the Subaru vents taking on a sportier, more contoured look compared to the edgier GR86 ducts.

So as expected, the exterior design differences are subtle and don’t really let on as to how the cars have been differentiated. To understand that fact, we just have to open the driver’s door. It’s only then that we see the different styling paths the two carmakers have taken. For starters, the Toyota with its black trim and bright red carpets and door cards, red stitching on the doors, handbrake, gear shifter, and steering wheel, bespoke GR badging on the start button and two-tone seats are far flashier and sportier than the blander, more mature BRZ. Both get a 9-inch touchscreen which features crystal clear graphics and an easy to use interface that is Apple and Android compatible.

To be honest the BRZ could do with a little more color inside. Even a splash of its signature STI dark pink would be an improvement. Also, from a sports car’s cockpit point of view, I feel the tachometer, which has been thankfully centrally located on the instrument cluster like that of a Porsche 911, could have featured larger, bolder numbers and more color as it rises and falls with engine revs. The all-white tacho used in the new car seems unfinished. Thankfully the car also features a much more appropriate secondary race car-style bar tacho that can be accessed by switching a knob of the steering wheel.

As we will see a little later, the suspension settings of the GR86 that give the car a more playful nature, in addition to its obvious interior flamboyance, were the design direction that Toyota’s GR (by the way GR stands for Gazoo Racing — Toyota’s racing and customizing arm) division wanted to take the GR86. The car drives and handles like it looks inside. Edgy and fun, whereas the BRZ is more mature and refined.

The Driving Experience

As mentioned above, these models sit on a new, tweaked version of Subaru’s platform with designers pushing the envelope to minimize weight gain. Of course, with most new cars requiring reinforced structural integrity for better crash safety, stiffer rigidity, more luxury, more gadgets, and, like the new GR86 and BRZ, a new bigger, higher capacity engine, putting on a few extra pounds is par for the course. According to one Subaru designer, the new models, depending on the grade, are between 30 to 40 kgs heavier than their predecessors, and that’s with a weight-saving aluminum roof and hood fitted.

As for that new engine, which is by far the most strategic upgrade of the whole process, the new Subaru-sourced boxer engine has grown from the outgoing model’s 2.0-liter to a 20% larger 2.4-liter flat-four powerplant. “But what about the turbo?” I hear you say. No, sorry guys, no turbo. Even without that turbo, what will thrill sports car fans is that the new engine delivers 26 more horsepower over the predecessor, up from 205 to 231-hp. That 12% boost in power may not sound much, but when you consider torque has jumped from 212-Nm to 250-Nm, and with a redline that spins frantically all the way to 7500 rpm, then you have a powerplant that can guarantee some giggles and sideways shenanigans.

So in deference to a huge number of Toyota and Subaru enthusiasts out there who pleaded for a turbocharger to be fitted to this new boxer engine, I put my hand over my heart when I say “the engineers did the right thing” by not adding a turbo. The new cars deliver noticeably quicker acceleration with the 6-speed manual version now sprinting from zero to 60 mph in 6.2-seconds, down from 7.4-seconds. As one Subaru engineer said, “if you add a turbo, sure you will have beefier throttle response, but you will also have significantly more horsepower which requires a lot more structural integrity and crash safety, more suspension tweaks, and bigger, more expensive brakes. That folly would take us a lot further north than where we need to be price wise with these cars.”

What the new GR86 and BRZ offer now, especially with that boost in power and bottom-end torque, plus a new more rigid chassis with more compliant suspension settings, are cars that deliver what you’d expect. The extra power is not just noticeable from a standing start but really hits home as you exit a corner on a mountain road or race track. These cars are true sports cars now. Whether you drive the 6-speed manual or the 6-speed automatic, you will be guaranteed a logarithmic increase in your enjoyment level compared to the outgoing models.

But as we anticipated, while these cars may drive almost identically on normal streets at normal speeds, you can notice a definite difference in their demeanor the more you push them.

We have explained that the GR86 is more colorful and playful inside. Its suspension setup is also set up to be more colorful in and out of the corners at speed. Compared to the BRZ, the GR86’s rear suspension is slightly stiffer with marginally softer front settings to give the car greater rear stability at speed and help it to get the tail out quicker and easier than the BRZ. That’s right, Toyota wanted its GR86 to be the ‘drifter’ of the two and therefore adjusted the car’s settings to allow drivers to access its power sliding capabilities with the minimum of fuss.

That’s not to say the GR86 is unstable at speed. Quite the contrary. The Toyota is actually more stable over uneven terrain at speed than the BRZ.
Subaru’s engineers decided to set their car’s rear suspension to be softer than the GR86s but give it more rigidity at the front end to make it less of a drift machine and more of a mature tourer with better ride quality and more refinement. So you could say that the GR86 is the edgier, flashier Bruce Lee whereas the BRZ is the immensely talented yet less flamboyant Jet Li.

Price and options

So which one do you choose? The bottom line with these two rear-wheel-drive coupes is twofold: how do you plan to use your coupe; and what kind of street presence do you seek? The Toyota currently outsells the Subaru by about ten to one meaning that the GR86 is the bigger seller given the popularity of the Toyota and given the original 86’s association with the legendary Keiichi ‘Drift King’ Tsuchiya who made drifting famous over three decades ago. However, if you want a more refined, less boy-racer car, with more subdued color tones, and a softer demeanor, then the BRZ is probably for you. Both cars start at around 3.34 million yen (@$29,000) for the 6-speed manual and 3.51 million yen (@$30,700) for the 6-speed automatic.

The post 2022 Toyota GR86 and Subaru BRZ Review first appeared on Yanko Design.

2021 Toyota Land Cruiser Review

Posted on by

Forget the Corolla or Camry. The Land Cruiser is Toyota’s longest running vehicle series ever, having just reached its 16th generation after first debuting way back in 1951. Some 14 years since the 200-Series was launched in 2007, the all-new 300-Series version has arrived with a bolder exterior, new engines, more luxury inside, and a further evolution of that same bullet-proof reliability that made the car a living legend.

But order one today, and you won’t be picking it up until summer 2023. Yes, that’s right. The new Land Cruiser has a waiting time of over two years! According to Toyota, the intermittent supply of superconductors and parts from South-East Asia has severely hampered the production of the new model to the extent that Toyota in Japan has stopped taking orders. Deliveries to major export markets will be delayed as well.

Image Credits: Toyota Japan

In its home market of Japan, it may not be one of the brand’s big sellers (when they have enough inventory to sell that is!), but over the last seven decades, the Land Cruiser has become a hugely popular, heavy-duty, go-anywhere vehicle in regions like the Middle East, Australia, Russia and Africa. Up against strong rivals like the Land Rover Defender and Mercedes Benz G-Class, Toyota’s superior build quality wins out.

Middle East and Australia Account for over 70% of sales

While the Middle East market might account for around 60% of global sales, my home country of Australia just happens to boast a 10% global share thanks to a strong rural fan-base where more than two in three farmers own a Land Cruiser. The reasons: reliability, durability, and cost performance. Whether in the Middle East or Australia, when you’re 100 miles from the nearest town, in rough off-road terrain and the temperature is 45C, you can’t afford to break down. If this off-roader is famous for anything, it’s not breaking down.

The vehicle’s unparalleled reliability, dependability, and popularity make the Land Cruiser a greatly sought-after vehicle in many parts of the world—to the extent that a thriving underground network of smuggling and illegal exportation has developed. In fact, in Japan today, the Land Cruiser currently holds the unenviable record as ‘the most stolen vehicle.’

Image Credits: Toyota Japan

So let’s see what makes this legendary SUV such a hit. Firstly is it the design? Unlike the Defender, G-Class, Jeep, Ford Bronco, or even Suzuki Jimny, which, over the years, have inherited similar and evolving design themes from generation to generation, the Land Cruiser has not had one identifiable exterior feature throughout the decades. So Toyota could have been really adventurous with the new model’s design, in the same way as Land Rover totally overhauled the Defender’s styling but retained key design characteristics from previous models thus maintaining the styling lineage. But it was not. A big part of what Toyota did do to make the car handle better and improve economy and emissions made the Land Cruiser some 200-kgs lighter by employing such weight-saving measures as lighter powertrains and an aluminum roof and hood. The new model now tips the scales at around 2430-kgs.





Design Features New Body-On-Frame Chassis

Simply put, the new 300-Series Land Cruiser, which comes in a choice of either 5-seater or 7-seater versions, looks like a neat, safe, unadventurous evolution of the outgoing 200-Series. The new model inherits the same boxy proportions, but this time it gets a larger, bolder grille and similar squarish headlights. With more on-road presence, the new version does appear more rugged, having been given accented edges and lines on its side profile, flared wheel arches, deeper side skirts, and a more stylized D-pillar.

What does all that mean? It translates to Toyota wanting to please a strong, global but conservative customer base who care a lot more about the reliability and the latest technology than design flare. The bottom line is that Land Cruiser owners want more of the same performance and reliability, more of what this tough SUV has delivered over the last 70 years.

Image Credits: Toyota Japan

Image Credits: Toyota Japan

Speaking of technology, the new 300-Series sits on the same upgraded platform as the Lexus LX and US-spec Toyota Tundra, quirkily referred to as the TNGA-F (Toyota New Global Architecture, the ‘F’ referring to full-size SUVs) platform. This refers to the Land Cruiser’s separate body and chassis setup or as Toyota calls it, a ‘body-on-frame’ structure. For the record, some SUVs like the Defender use a monocoque body shell like many cars, whereas others including the Jeep Wrangler and G-Class, have a separate body and chassis. Now, having a separate chassis, like the Jeep and Land Cruiser, allows carmakers to fit solid axles and beefier suspension to absorb sizable off-road undulations. This also aids in providing more precise, sharper handling and better ride quality.

The outgoing 200-Series model used Toyota’s Kinetic Dynamic System which could change the stiffness of the dampers and even temporarily disconnect the anti-roll bars to provide better axle articulation or improved traction on uneven surfaces. The new 300-Series employs a similar system but it is controlled by electronics instead of hydraulics which allows it to react faster and be more compliant in changing road conditions.

The Driving Experience

Given the Land Cruiser’s pedigree as an unbreakable off-roader, it incorporates full-time 4WD and locking differentials as standard. But it also comes with Multi-terrain Select (MTS) which automatically detects what kind of surface you’re driving on and sets the vehicle’s suspension up for you. That’s connected to the Multi-terrain Monitor that shows you a virtual ‘see-through’ of the SUV’s hood on the infotainment system to give you a clear view of what rocks and ruts lie ahead. Obviously, it helps drivers park in narrow spaces and prevents you from scraping your wheels on high kerbs.

The old 200-Series were unbeatable off-road but when it came to on-road handling, the outgoing model used to roll and wallow in the corners and did suffer from understeer. The new model’s platform is stiffer and has a lower center of gravity while the upgraded Kinetic Dynamic suspension and steering upgrades help the car to turn in sharper with greater precision, sit flatter and with greater poise on straightaways while reducing body roll in the corners and brilliantly absorbing undulations and road vibrations.

Image Credits: Toyota Japan

One of the most significant changes in the new 300-Series is the all-new engine range. Gone are the aging gasoline and diesel V8s, replaced by newly developed V6 twin turbo gasoline and diesel powertrains with 10-speed automatic transmissions. That’s right, the old 8-speed has been upgraded to an eye-opening 10-speed box. The new Land Cruiser might get a 10-speed automatic gearbox, but being a heavy-duty off-roader, it also comes with the usual low-range gears allowing you to engage slow crawl modes to descend sharp slopes.

The smaller, more compact gasoline V6 3.5-liter produces 415-hp and 650-Nm of torque, a figure that significantly outperforms the previous gasoline V8’s 381-hp and 543-Nm. Meanwhile, the diesel V6 3.3-liter twin turbo pumps out 309-hp but generates a gutsy 700-Nm of torque which makes it the more desirable choice for farmers in Australia, for example, who need plenty of pulling power to haul trailers and livestock around.

Both V6s deliver better fuel economy, lighter curb weights, cleaner emissions, and more power, which all sounds like the holy grail of engine lineups. And well it may be for the Land Cruiser. Having spent some time behind the wheel of both the new gasoline and diesel versions, I’d have to say that both deliver more than enough performance, merge smoothly and powerfully in traffic, and generate good pulling power while reducing your fuel costs. Improved sound absorbing materials in the cabin and floor also make the driving experience more pleasant with less wind and road noise reaching the cockpit. In fact, the Land Cruiser is approaching the whispery silence of the Lexus LX, especially on the gasoline version. At idle and low revs, however, the diesel V6 still displays the customary diesel clatter of previous versions until you get the car over around 20km/h.

Image Credits: Toyota Japan

Did Toyota Pinch Some Lexus Designers?

Ah, that new cabin. Toyota seems to have pinched some designers from Lexus because the new interior is leagues ahead of the outgoing model. Fitted with soft leather, high quality plastics, aluminum accents, and shiny tactile switches, the 300-Series feels more like a Range Rover than an old Land Cruiser. It is far more high-tech with full digital readouts in the driver’s binnacle, and a large touchscreen boasting crystal clear graphics and easy-to-use slide functions. But one aspect of this new model I particularly like is its bent for analog switches that all have a luxurious look and feel to them including the air-conditioner and audio volume controls.

One other feature that really caught my eye was the power-assisted 3rd row seat foldaway and fold-out function. Press a button just inside the rear doors and you will engage electric motors that slowly raise the 3rd row seat back from a fully flat position to an upright one, before revealing the seat cushion from under the floor like a kid poking their tongue out at you.

Interestingly this function is not available on models supplied to the U.S., a country that actually does not get the new Land Cruiser. According to a U.S. colleague, Toyota made a big mistake in its marketing plan by phasing out the 300-Series from the American lineup. The only cars that will be supplied are vehicles destined for armored vehicle production companies like Alpine Armoring in the Washington DC area. They will fit bulletproof glass, armor plating, and solid rubber tires to entry-level Land Cruisers for local customers needing the best on-road security.

Image Credits: Toyota Japan

Image Credits: Toyota Japan

As I pointed out above, the Land Cruiser is a prime target for car thieves in Japan and beyond. In fact, when I test drove the car in Japan last month, I was handed to rather surprising pieces of 20th century anti-theft devices—namely a tyre clamp and an anti-theft steering wheel bar. I’ve been test driving cars in Japan for over 30 years and I have never been asked by a manufacturer to fit these very analog clunky devices to a hi-tech vehicle. That of course is not saying that Toyota has not done everything it can to prevent theft. To (try to) counter those with light fingers, Toyota designers have fitted a first for the Land Cruiser—a fingerprint recognition ignition switch as well as other reinforced anti-theft capabilities. Before you can drive the new model, you have to ‘register’ your fingerprint on the starter button and position the key fob next to the starter switch just to be able to start the engine. To be honest, it felt eery having to use the latest theft prevention technology alongside a tyre clamp and a steering wheel bar.

In addition to this state-of-the-art anti-theft device, the car also gets the latest in safety features. Fitted with adaptive cruise control as standard equipment, the 300-Series also gets a blind spot monitor and lane keeping functions of the Toyota Safety Sense system but also employs an upgraded safety kit including pedestrian and cyclist detection and emergency braking.

For those who might be considering a Land Cruiser but think it looks too conservative when compared to the G-Class and Defender, Toyota has also announced a ‘GR’ version. Yes, that translates as a sporty high-performance model specially built by Gazoo Racing, Toyota’s in-house motorsport and customizing arm. They’re the same people who conceived the GR Yaris, GR Supra, and GR86. But don’t get too excited that you’ll be able to compete in the grueling Dakar Rally. The GR Land Cruiser is more like a dressed up version kind of like Audi’s S Line series of vehicles that offer visual upgrades.

Image Credits: Toyota Japan

Pricing and Options

The new Land Cruiser 300-Series comes with a choice of either diesel V6 twin turbo or gasoline V6 twin turbo engines, both mated to 10-speed automatic transmissions. Customers also get a choice of five or seven seats and a sporty GR version as well. The diesel version starts at 7.6 million yen (@$66,580) while the gasoline model starts at 7.3 million yen ($63,900). But given that deliveries will be delayed indefinitely due to parts supply issues, we can expect some premium prices to be paid as people try just about anything to grab one of these hugely popular models. Just as long as they don’t try to pinch one, says Toyota.

Image Credits: Toyota Japan

Image Credits: Toyota Japan

The post 2021 Toyota Land Cruiser Review first appeared on Yanko Design.

2022 Audi RS e-tron GT Review

Posted on by

World’s Prettiest EV Packs A Punch!

Every year in the course of my work reviewing over 100 new cars, I come across one that truly astonishes. This car’s exterior curves don’t just take your breath away, but its performance and handling are the instigators of multiple goosebump attacks.

The fully electric Audi RS e-tron GT (hereinafter ‘RS’) four-door coupe is such a car. Employing the Porsche Taycan’s industry-leading running gear and powertrain, as well as Audi’s legendary 4WD Quattro system, the RS packs a whopping 590-hp and a zero to 60 mph sprint time of under 3 seconds. For drivers, and art lovers, the RS is the highlight of the year.

Image Credits: Audi Japan

To Marc Lichte, Head of Design Audi, the e-tron GT Concept was the most beautiful car he had ever designed. We are just lucky that this 2018 concept made it to production. Virtually untouched aesthetically, the RS e-tron GT and e-tron GT are simply stunning machines. In fact, I believe the RS I drove last month is the prettiest EV on the planet, bar none.

When speaking of their penmanship, rarely do designers reveal such honesty with the vast majority wanting to spread the styling glory across several different cars in their whole lineup. But when you create the Statue of David of the electric car world, why try to dilute your passion and pride in your sculpting? So hats off to Lichte for admitting the obvious.

Following in the footsteps of the e-tron SUV and e-tron Sportback, the RS arrives into Audi’s battery electric vehicle (BEV) lineup above its lower powered e-tron GT brother that dons the same exquisite exterior and employs the same Taycan platform.

Image Credits: Audi Japan

Secrets of the Audi’s good looks

So what makes this e-tron GT range so pretty? Those sumptuous proportions. Short front and rear overhangs, a long wheelbase, subtle curves, and gentle edges, a perfectly contoured roofline that rakes back from the A-pillar to create a muscular coupe-like silhouette all merge to create automotive pornography. At 16.3-ft in length, 6.4-ft in width and 4.5-ft in height, this Audi is flat, wide and low, highlighting the car’s low center of gravity and excellent handling capabilities. I particularly like the hollowed out hood accented by the sharp LED headlights, the solid front honeycomb-design grille, the drag-reducing 21-inch alloy wheel design, the full body width tail light design and those huge 6-piston brake calipers and rotors.

As Lichte points out, the design of the RS is an ideal combination of form meets function. The e-tron GT’s exterior had to be visually appealing but it also had to incorporate the two most crucial aspects of an efficiently-styled EV: reduce aerodynamic drag and increase range. “The design of this car guarantees the optimization of airflow [over and under the body] and therefore excellent aerodynamics,” says Lichte. The lightweight carbon-fiber roof also helps to reduce upper body weight while improving the car’s center of gravity. In fact, the e-tron GT lays the foundation for the future aesthetics of Audi electric models. No surprise there.

Inside the cockpit, the RS is just as lovely as it is on the outside. The layout of the dashboard is classy and high quality but not in-your-face with huge upright tablet-like touchscreens like in the Tesla Model S and Ford Mustang Mach-E.

My compliments go to the stylists who penned the Audi’s interior that boasts a luxurious mixture of leather, carbon-fiber, aluminum and alcantara. Ambience is top-notch throughout and the whole cabin feels well made. If fact, Audi should be complimented for combination of understated luxury and relative simplicity employed is the cockpit styling. Unlike the Model S, Taycan or Mach-E, which require an in-depth lesson in new-fangled touchscreen infotainment systems, the RS e-tron GT is intuitive with a good mix of digital and analog switches.

Multiple power adjustments on the driver’s seat and flexible steering wheel tilt and telescopic functions mean that any driver can quickly find their ideal driving position. And those bespoke bucket seats with RS badging, exquisite red honeycomb pattern stitching and plenty of lumbar support help to elevate the driver experience even further.

Unlike those other EVs though, the RS offers a modern virtual cockpit with a full digital readout and a good mix of physical switches and touch controls that are just more intuitive to operate easily while driving than touchscreen controls. The Bang & Olufsen sound system is the right choice and the MMI infotainment menu and graphics are excellent.

Exquisite Interior Handicapped By Rear Seat Compromises

In the back seat, you get a surprising amount of legroom thanks to the long wheelbase, and a bespoke sculptured out floor called a ‘foot garage’ (what will those marketing boys come up with next?) gives you plenty of space to put your feet. However, in focusing so heavily on aesthetics and aerodynamics, the e-tron GT suffers from three shortcomings in the rear seat. Apart from limited headroom for anyone over 6-ft, the high belt line and low slanting roof mean that the already tiny back door window cannot be fully lowered and visibility through the rearview mirror is not ideal. A digitized mirror would solve the trick.

Also, the sizable C-pillar can make the rear seat seem a little claustrophobic at times. And I’d really like Audi to focus on their rear seat comfort and give the seat back a few more degrees of recline. Those rear seats are too upright and can lead to back ache on long journeys. You might lose a little trunk space, but by fitting a semi-reclining rear seat, you would improve back seat comfort significantly. Speaking of trunk space, the aerodynamically design-focused e-tron GT offers 405 liters which is the same as a Taycan. But it loses out substantially to the Tesla Model S which delivers 744 liters. Flatten the rear seats however using manually operated levers from the rear doors and you can generate some usable luggage space.

It goes without saying that the space-challenged middle rear seat is really only tailored for ankle-biters given its lack of headroom. Lower the rear seat armrest however, and you create a through section to the trunk that allows you to carry skis or other long instruments with ease.

The Driving Experience

Both the entry-level e-tron GT and the flagship RS e-tron GT that I drove sit on the Taycan’s platform made from a mixture of steel and aluminum for maximum strength and weight-saving. Both have a motor at either end comprising its four-wheel drive system, and both have the same two-speed gearbox as the Taycan on the rear axle to maximise acceleration off the line. The RS features a 93-kilowatt-hour battery pack that offers range of 232-miles according to the EPA, although with frugal, efficiency-focused driving, you could reach 250-miles or more. Obviously that’s nowhere near the 348-mile range of the latest Tesla Model S Plaid, but carmakers keep telling us that few commuters travel more than 200 miles a day anyway, so the Audi’s EPA-rated 232-mile capacity is well within the ballpark of acceptability.

The RS e-tron GT generates 590-hp and 612 lb-ft of torque, or 637-hp on overboost for 2.5-seconds to deliver a 0-60 mph time of 2.9 seconds which is nearly half second slower than the Taycan Turbo S and almost one second behind the world’s fastest EV, the Model S Plaid at 2.1 secs.

With that said, the RS’s sub-3 second jump from zero to 60-mph still makes this Audi blindingly fast. For the record, the RS I tested was fitted with all the optional bells and whistles including four-wheel-steering, air suspension, carbon ceramic brakes and an electronically controlled rear differential. Engage launch control, left foot on the brake, right boot on the accelerator, lift your left foot, take a deep breath, and within around 5 seconds, this 5100-pound vehicle will have cleared the Delorean’s 88-mph terminal speed necessary to travel through time in Back To The Future. In fact, as I drove this car, I thought to myself—if a movie studio ever decided to film a remake of Back To The Future, they could do a lot worse than upgrading to the RS as their time machine. To me at least this thing looks, feels, sounds and handles the way a 21st Century time machine should.

Speaking of sound, the RS’s lack of engine or wind noise is a blessing in disguise as the electric powertrain’s silence only works to enhance the car’s tire noise, which there can be a lot of depending on the road surface. But then again, this heavy car that packs such a punch needs these huge grippy 21-inch Goodyear tires that naturally create noise and chirp and squeal intermittently when fighting for traction under intense acceleration.

In the same vein as the Taycan, Audi engineers tried hard to produce a sonic replacement for the glorious V8 or V10 throb associated with Audi’s R8 supercar and other high-end models. The ‘e-tron sport sound’ fitted to the RS employs two control units and amps in the car’s trunk that feed two speakers inside and two outside the vehicle. Depending on your speed it will send a sci-fi-like artificial tone into the cabin that is tolerable but not as noticeable as the one on the Porsche. A safety feature that is being pushed by governments around the world, turn the car on the you’ll notice a rather loud pulsating hum from the outside to warn pedestrians.

The RS’s front suspension compromises of aluminum double-wishbones, while the complex rear suspension is a multi-link set-up with three-chamber air springs and adaptive dampers fitted to all four corners. This combination gives the RS not only great poise when cornering but deliver a surprisingly compliant and comfortable level of ride quality at low speeds around town. Rear-wheel steering with Audi’s electromechanical power steering plus system extract pinpoint accuracy when diving into a sharp corner and loads of grip on the way out. The RS may be nearly as quick and offer similar range as the Taycan, but overall the ride is more compliant and mellow. And over long distances, that means a lot.

Being an Audi, the firm’s quattro four-wheel drive system forms part of the drivetrain set-up, with all four wheels permanently driven, unless efficiency mode is selected, when the e-tron GT becomes front wheel drive only. The steering is quick and precise and delivers reasonable feedback from the road. It is not however as communicative as the R8. Drivers may be confused by the presence of gearshift paddles behind the steering wheel. Audi says they allow you to adjust the level of regenerative braking, which on other cars can assist greatly in when driving in traffic. However, the three separate region modes, simply toggled through the paddles, are well, basically superfluous. The idea of such regen systems is to allow the car to decelerate when you remove your foot from the accelerator. But in the RS, these paddles are almost meaningless.

Pricing and options

If anyone ever wanted an excuse to switch from gasoline or diesel powered cars to electric, this is the car to do it in. It’s by far the prettiest, it’s nearly as quick as the Taycan but a little more mellow and subtle and has the range to offer a reasonable alternative to internal combustion. The only hurdle is the price. The RS e-tron GT’s base price starts at around $140,000 but can quickly shoot north as you opt for the $20,350 Year One Package that adds on rear-wheel steering, 21-inch Goodyear Eagle F1 tires, carbon-ceramic brakes and Audi’s LED laser headlights. Tack on $595 for a special paint job and you’re looking at a fully optioned sticker price of $161, 890.

The post 2022 Audi RS e-tron GT Review first appeared on Yanko Design.

2021 Lamborghini Huracán STO Review

Posted on by

When subtlety was being handed out, the Lamborghini Huracán STO was at the back of the line napping. Actually no, that’s not true. It had snuck away from the queue and darted to a nearby race track to get an injection of steroids and a full race car cosmetic makeover.

Because that’s what this car is all about. Loud to look at and loud at 8500 revs. It’s basically a street-legal race car. With its ultra-low sleek profile, huge air intakes, massive rear wing, and screaming V10 engine, this model is the most eye-opening Huracán and best handling yet. Descended from the DNA of the Lamborghini Super Trofeo one-make series—hence the ‘STO’ name that stands for Super Trofeo Omologata (Italian for Homologation)—this hypercar is more tailored to track use than city driving. Much more.

Thanks to Lamborghini Japan, I was able to test the STO’s raw performance in the most thrilling way there is—flying at 180 mph down the main straight at Fuji Speedway, an ex-F1 track 90 minutes south of Tokyo with one of the longest straightaways in motorsport, at nearly one mile in length. The only thought I had as the car cleared 170 mph was, “Crikey, I hope the brakes work.” They did. Magnificently.





A Hardcore Lamborghini Turned Up To 11

Launched in 2014, the original Huracán was already seen as a shocking, edgy, beautiful, inspired piece of kinetic design, something that composer Igor Stravinsky might have conceived if he was into car styling. The half a dozen Huracán STO models that awaited me in the pit lane took that reality to a whole new level. These highly-strung works of automotive art—kind of like Stravinsky’s stylistic diversity meets Pablo Picasso’s cubism meets the color explosion of Andy Warhol’s ‘Marilyn Monroe’ screenprint—were nothing short of jaw-dropping, purveyors of an assault on all five senses that would linger for days after the drive.

But before I could get behind the wheel of these epic machines, I had time to take in their race car-inspired exterior, multiple color schemes, and extreme aerodynamics. There are six color combinations that highlight the sleek lines and edges of the STO. While you can get the car in matt grey and yellow, white and blue, dark red and grey, lime green and orange, my favorite is the version with the light blue and orange Gulf Racing-inspired colors. Lamborghini designers must have thought long and hard about these six colors schemes because they really do highlight the extreme body aeroparts of the STO, making the cars look more like ready-made race cars than street legal supercars.

The STO is a rear-wheel only Huracán that is some 95-lbs lighter than the Huracán Performante, an already significantly tweaked Huracán upgrade that came out several years ago. This STO however, has gone straight for the jugular vein of its racing pedigree brother and borrowed design and technology generously from the Huracán Super Trofeo Evo model from the one-make race series. Okay, it might get the same non-hybrid, non-turbocharged 631-hp 5.2-liter V10 engine as the Performante, but in every other department, the volume has been turned up to 11.

Being biased towards track performance, the STO had to be as light but as strong and rigid at high speed as possible. To minimize weight but maximize rigidity, the STO employs magnesium wheels, extra weight-saving carbon fiber body panels, a thinner windscreen, and a one-piece hood bumper and rear diffuser. One of the impressive innovations in this special version is that one-piece front clamshell hood or ‘cofango’ in Lamborghini speak. This catchy term is a hybrid between the Italian words for ‘cofano’ (hood) and ‘parafango’ (fender). Featuring large built-in apertures, the combined hood and front bumper minimize weight and enhance aerodynamics.

Surprisingly, the switch from Performante’s four-wheel-drive setup to the STO’s rear-wheel drive has only saved 44 lbs. Some 18 lbs have been added however through its active rear-steering system, taking the car’s kerb weight to 2,952 lbs.

The Driving Experience

The STO also had to be as slippery through the air as it could be while maximizing downforce, and in turn, rear wheel grip. That’s where the front splitter, race-spec rear wing, flat underbody, and diffuser combine to deliver unprecedented front and rear-end downforce, up 53% over the Performante. That translates to around 950 lbs of downforce at 175 mph which is like having three sumo wrestlers sitting on your rear wing as you reach maximum velocity. For the record, the STO has a reported top speed of 200-mph.

Meanwhile, to generate the best possible cooling efficiency for its mid-engined V10 powerplant and brakes, the STO is graced with sizable air ducts, snorkels, and vents. The side air scoops and roof vent helps to force air into the rear engine bay to cool the naturally aspirated engine while the front air ducts pump air to the wheel arches to cool the huge Brembo CCM-R brake calipers and rotors which is short for ‘carbon-ceramic material for the racing market.’

The beauty of these brakes is that they are lightweight yet work brilliantly to dissipate heat and stop the car on a dime. For a driver, it’s so reassuring and confidence-building to know that when you stomp on the brake pedal at 180-mph, the car will pull up quickly and efficiently with no drama and no brake fade. And when combined with the specially made Bridgestone Potenza tires, this Huracán pulls up effortlessly.





But it’s in the corners where those supremely grippy tires come into their own. As the steering turns in with pinpoint sharpness and excellent feel thanks to the active rear steer feature, the Bridgestones masterfully relay the car’s massive downforce to the tarmac to deliver cornering speeds almost on a par with Super Trofeo race cars. The G-forces you feel in the corners are about as much as most untrained drivers could bear for prolonged periods behind the wheel. That’s how brutal and talented this car is.

You can’t speak about the visceral nature of the STO without focusing on its heart—that luscious V10 engine. It completely dominates the driving experience, as it should. The STO’s 5.2-liter V10 motor doles out power like Jeff Bezos doles out millions to fund his Blue Origin space tourism company—seemingly without limits and in a very flamboyant manner. Bury your right boot and the rear tires chirp and squeal as they fight for grip. In around 3 seconds you’re already doing 60-mph and within 9 seconds you’ve cleared 124-mph. Power delivery is instant, immense, silky smooth, linear, and loud. Very loud.

With 417 pound-feet of torque, the V10 roar from 4000 rpms to the 8500 redline is truly addictive. How often in life do you have an expectation of something prodigious and magical and have that expectation answered every 3-5 seconds, for as long as you’re in the car. Flatten the throttle for 3 seconds, change into 2nd, accelerate for 3 seconds more, change into 3rd, and with every shift, you’re being literally swallowed by a beefy, bassy, operatic Lamborghini soundtrack turned up to 11. It’s sublime and habit forming.





And thank God for those paddle shifters. Unashamedly I found myself reaching for the paddles more than I should just to indulge myself by changing down and then changing up, just so I could change down again. I couldn’t decide if I liked the sound of that ferocious engine more accelerating or decelerating through the gears. It’s like would I rather listen to AC/DC’s Highway To Hell or Deep Purple’s Highway Star? A difficult choice. 

But ah, those flappy paddle shifters. Works of art. Their size, shape, and touch make them some of the best positioned, most responsive paddles I’ve ever experienced on any supercar. And the 7-speed dual-clutch automatic gearbox is not only lightning quick in its shift schedule but it’s perfectly matched to the powerband of the  V10.

To further enhance the driving experience, the STO comes with three drive modes, STO (normal), Trofeo (track), and Pioggia (Wet). Starting in STO mode, I pushed the car hard and came out of my first two laps very happy with the result. Then I switched it to Trofeo for an instant and was surprised to see the character of the car change considerably and become even more laser-focused and extreme. If you are brave enough to flick the switch to ‘Trofeo,’ you’d better be ready for some tail-happy shenanigans exiting the corners. The suspension will stiffen up, the throttle will become more responsive and the steering gets sharper while dialing down traction control. This will allow for some oversteer tendencies that require lightning-fast correction. That’s why our Lamborghini hosts suggested that we leave the car in STO. After three corners, I switched it back to STO.

So yes, the STO is quick, corners like a race car, and sounds ballistic. But it only has 631-hp. Only, you say? When compared to its rivals, the Huracán’s V10 has been pretty much squeezed to the upper limit of its power potential, making it play second fiddle to the likes of Porsche and McLaren whose turbocharged engines generate significantly more power. What the STO may lack in power when compared to say the 700-hp Porsche GT2 RS or the 754-hp McLaren 675LT, it certainly makes up for in on-track performance. This Huracán is able to go into and out of a corner faster than any supercar I’ve ever driven.

I’ve piloted Lamborghini Huracáns and Aventadors, and McLarens and Ferraris on tracks at high speed, and I’d have to say that this is the most fun I’ve ever had in a road-going car. It gets the blood pumping with its visual eccentricities ever before you squeeze into its tight cockpit. Once on board, the adrenalin kicks in another notch. As you flick your way through 1st, 2nd, and 3rd gears and approach 110 mph, the melodic resonance of the thumping engine parked just 20 inches behind your right ear is like having legendary tenor Luciano Pavarotti hitting the high note in Nessun Dorma in the seat next to you. Repeatedly.

The cabin is spartan but luxurious by comparison to the Performante, with acres of exposed carbon-fiber surfaces, an Alcantara-wrapped dashboard and to save even more weight, bright red pull straps in place of standard door handles. The race-style bucket seats can be adjusted manually for height and angle, and the full digital display is clear and easy to read. To be honest, it was a little tight in the driver’s seat with a helmet on, but without that brain bucket, even a 6-foot 2-inch tall driver like me has enough headroom to manage those G-forces.

A central touchscreen interface remains and has been reconfigured to provide a wealth of data options, including things like individual tire pressures and braking temperatures. It also has one that will automatically prompt gear selections when approaching corners on circuits catalogued in its memory. Unlike most hardcore track-focused cars, the STO retains its climate control system but does away with carpet, replacing that with lightweight rubber mats.

The STO also boasts a comprehensive race-inspired, on-board telemetry system, able to log data and record videos that can be uploaded to an app. According to Lamborghini, the official line for this telemetry is to help owners polish up their driving skills, but the ability to share your track day results with fellow racers is likely to generate greater interest.

Pricing and Options

Boasting a base price of $327,838, the STO’s substantial and expensive options list can quickly have your wallet pushing $400,000. For the full carbon fiber pack, just add on $26,000, or $4,000 for the front lift system or an extra $14,000 for a pearl-effect white paint job. Even those image-enhancing STO stickers on the side of the car will knock you back over $4,000. And that’s less than one-third of the options list.

This STO is by no means a gimmick. It’s the real deal. It’s a road car with the pedigree and capability of a race car. What it may lack in power compared to its rivals, it more than makes up for in the on-track handling and fun factor department. Whether it’s the extreme exterior, the prodigious acceleration, on-the-rails cornering or that operatic V10 soundtrack, the STO is a must-have for anyone who wants a top track-focused racer and has a spare $400,000 stashed down the back of the sofa.









The post 2021 Lamborghini Huracán STO Review first appeared on Yanko Design.