Polestar 3 first drive: The long-awaited SUV is finally here, and it’s good

Posted on 02/10/2024 by Tim Stevens

Few brands have needed a car as badly as Polestar needs the Polestar 3. The Polestar 1 was cool in a wholly irrational and impractical way, more of a statement of intent than a viable product. The Polestar 2 was a much more serious market proposition and a legitimately great car. But a tall, sporty sedan was never going to be more than a niche contender. It certainly wasn’t something to build a brand upon.

The Polestar 3 was meant to be the thing that would really open doors — a mass-market machine to fill the needs and wants of buyers looking for an all-electric SUV with proper dimensions, avant-garde styling and bright yellow seatbelts. But it was supposed to be here in 2023. Now, as the clock starts to wind down on 2024, it's finally arriving at dealerships.

The good news is that it's great. But is it great enough?

The Polestar 3 can be cynically thought of as the five-passenger flavor of Volvo's three-row EX90. The EX90 has likewise had a troubled gestation. It’s almost a fraternal twin to the Polestar, similarly tangled up in a mire of software delays, then further complicated by an evolving set of international tariffs targeting Chinese-built EVs.

Despite being roughly the same size, the Polestar 3 looks far more svelte and offers a fair bit more character than the Volvo EX90.

The Polestar 3 shares the same platform, motors, basic layout and technology as the Volvo. Its specs are, therefore, quite similar: The EX90 makes 402 horsepower and 568 foot-pounds of torque on the base model, stepping up to 510 hp and 671 lb-ft of torque in the Twin Motor Performance trim.The Polestar 3, meanwhile, makes 489 hp and 620 lb-ft in the base, Long Range Dual Motor version, or 517 hp and 671 lb-ft when you add on the Performance Pack. While the Polestar 3's base has considerably more shove, on the top-shelf flavor, they're basically neck-and-neck.

The pricing is significantly different, though. Where the EX90 starts at $79,995 for a base Plus and goes up to $84,345 for the Plus trim with the Performance option, the Polestar 3 starts at $73,400 for the base Long range Dual motor model. When you factor in the Performance pack, that brings the starting price up to $79,400. You can also add on a few upgrades, including the Plus pack with a Dolby Atmos sound system from Bowers & Wilkins for $5,000.

I drove both models, starting with a non-Performance Launch Edition, which includes the Pilot and Plus options packages, all the active safety goodies and many other lifestyle features. Add on $2,300 for 22-inch wheels, and that SUV came to $82,800 after a $1,400 destination charge.

The Performance model that I drove had yet more options, including $1,300 for the metallic Thunder paint (an evocative name for dark gray). With a whopping $5,500 for the ventilated Nappa leather, the price goes up to $93,100 after the $1,400 destination charge.

Why the price difference for basically the same car as the Volvo? The primary difference is the Luminar Lidar pod on the roof of every EX90. That'll be an option on the Polestar 3 for those who really want to spend $5,000 more. Its absence makes for a considerable cost reduction despite having no loss in immediate functionality. On the Volvo, that sensor won't even be switched on until sometime next year, and who knows when it'll actually start feeding into the safety system.

Even without the Lidar, the Polestar 3 has a comprehensive set of sensors, including a 360-degree camera, ultrasonic sensors for parking and even active driver monitoring. The Pilot package, which comes standard, does a nice job of keeping the vehicle centered on roads of all sorts. It also includes active driver monitoring to ensure you stay focused on the road ahead and not the beauty of the Grand Tetons, which often distracted me on my day behind the wheel of this new SUV.

Thanks to Android Automotive, you have things like Google Maps, YouTube Music and Google Assistant baked right into the car.

The in-car experience is dominated by a 14.5-inch portrait touchscreen in the middle of the dash. The look and feel is quite similar to the current Polestar experience but with refreshed visuals and more comprehensive functionality. Thanks to Android Automotive, you have things like Google Maps, YouTube Music and Google Assistant baked right into the car. For the Android faithful, this is a boon. One sign-in means you have everything from your address book to your guilty pleasure music playlists at your fingertips, even if you forgot your phone in your office.

The UI refinements are subtle but welcome, making it easier to get to common controls, like increasing brake regen or cycling the heated and ventilated seats. There's also a small gauge cluster behind the wheel, which has a few different views, and thankfully now includes a proper navigation view. If that's not enough, a heads-up display is standard on the launch edition.

That's, again, all quite similar to the EX90. The most significant difference between the two is the look. While the Volvo has a clean and fresh exterior, which is a robust new face for the brand, its stately air won't resonate with everybody. The Polestar 3 is much more aggressive, from the cheeky wing on the hood to the pronounced fenders at the rear. Despite being roughly the same size, it looks far more svelte and offers a fair bit more character than the Volvo.

The Polestar 3 also feels much roomier inside. That's the benefit of shifting from three rows to two. Obviously, it won't do you much good if you need to haul more than five people, but if your shuttling duties are less demanding, the Polestar 3 offers more commodious seating.

It's also slightly more engaging to drive. While the throttle curve is surprisingly relaxed, requiring a deep application of the go pedal to get the car going, once you get in there the SUV leaps forward. The steering is wonderfully sharp, if a bit numb, paired with engaging handling for a machine of this stature.

Even without the Lidar, the Polestar 3 has a comprehensive set of sensors, including a 360-degree camera, ultrasonic sensors for parking and even active driver monitoring.

I have to say, though, that I didn't find the extra horsepower and torque of the Performance model particularly compelling. It definitely accelerates more quickly, but both models run out of steam at higher speeds, surging forward and then falling a bit flat. It was quick and fun when zipping through traffic though, or making the most of short passing zones.

The Polestar 3 is just as good at cruising calmly. It's quiet and smooth at speed, providing a great sound stage for the optional 25-speaker, 1,610-watt Bowers & Wilkins sound system with Dolby Atmos. The front seats are supportive yet comfortable. Heating and ventilation are great, and the ability to enable both simultaneously is a rare treat, giving a bit more intensity to the warmth. The heated steering wheel is also quite toasty, but annoyingly, it is not a standard feature. It's part of the Plus pack.

Thankfully, a heat pump is standard fare, something that should help this SUV deliver better range in cold weather. In ideal conditions, the Polestar 3 will do up to 315 miles on a charge, per the EPA, out of its 111-kilowatt-hour (107 usable) battery.

Like on my first drive of the EX90, I did experience a few software glitches here. Early on in the drive, the Polestar 3 said it could not detect my hands despite them definitely being on the steering wheel. Thankfully, that issue righted itself quickly, but later in the day we got another, more troubling warning: "Driver support system fault. Book a service." That alert, too, disappeared a moment later.

As with the Volvo, I'm sure these issues will be fixed in short order. They'd better be, at least, because the first Polestar 3 SUVs are hitting dealerships any day now. The first shipment was built in China, but future models will come from Volvo's factory near Charleston, South Carolina, where they'll share a line with the EX90.

Which is the better of the two SUVs? It really comes down to how many seats you need and whether you're willing to spend more for a Lidar sensor that might, someday, provide more advanced driver assistance functionality. Both models are shaping up to be solid SUVs, and that's excellent news for Polestar. It desperately needed this car to be great, and minus those few software glitches, it is.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/polestar-3-first-drive-the-long-awaited-suv-is-finally-here-and-its-good-154552543.html?src=rss

2024 Cadillac Lyriq Review

Posted on 27/09/2024 by Tim Stevens

PROS:

Premium feel

Excellent ride quality

Distinctive look

CONS:

Premium pricing

Disappointing seats

Distinctive look

RATINGS:

AESTHETICS

ERGONOMICS

PERFORMANCE

VALUE FOR MONEY

EDITOR'S QUOTE:

The Lyriq stands out in many ways, not the least of which for its unconventional shape and tangible air of refinement about it.

While the fates are falling most strongly against sedans as people trend towards SUVs, station wagons aren’t exactly finding any more favor in the American market. Only a choice few remain available for purchase, stalwarts from Subaru and Volvo appealing to a buyer with a greater desire for practicality than concerns about what’s trendy.

But what’s this from Cadillac? Check the paperwork: The Lyriq is officially listed as an SUV, but ever so slightly lifted proportions can’t hide the fact that this is very much a wagon. And what a wagon at that. Measuring nearly 200 inches long, it has an impressive presence for a design that’s, well, different from anything else on the road.

This is the closest thing Cadillac has to a halo car right now, a statement of intent for the brand’s electrified future. It’s riddled with creative and charming touches and has some serious luxury chops. But does it have the character and the performance to live up to that first impression?

Design

Lyriq is a beautiful name for a car with a shape that is a bit awkward, to put it kindly. Other, less flattering folks would call it ugly. I love a good wagon and have proudly owned them myself, but the somewhat bulbous shape out back of Cadillac’s big EV is just a little ungainly to my eye.

But look beyond the silhouette and you’ll discover endless design touches that conspire to perhaps make the car a bit busy, but interesting. The striking geometric pattern on the grille, framed by chrome-rimmed vertical lighting elements, provide a distinctive look from the front.

That’s echoed at the rear, with vertical strakes of red lighting marking the left and right extents of the rear bumper. A narrow band of illumination bisects the tailgate as well, forming the high beltline and abrupt posterior that defines the shape of the Lyriq.

It’s a distinctive car to say the least. Owners will surely be spotting new touches every time they approach the Lyriq for months after buying, and that’s a rarity these days.

If anything the Lyriq’s interior is even more full of intriguing touches, making it feel a bit busy but, again, far from boring. The low dashboard is a mish-mash of sweeping, interlocking profiles, shapes, and textures. The subtle waffle texturing behind the floating display is a lovely, modern touch, but it’s a shame the bulk of the dashboard is covered with black vinyl imprinted with a dated-looking fake leather texture.

That floating display measures a massive 33 inches wide. It gives an overall look and feel similar to what BMW is doing these days in vehicles like the iX. The roller-style volume knob in the center console is also BMW-like, as is the eight-way rotary controller just behind it. All very iDrive-like, but Cadillac goes a step further by making not only the right side of the display capacitive touch, but the left side as well. Just like on a Lucid, you can touch the left of the gauge cluster to adjust lighting or view trip information.

There are plenty of storage areas for front passengers, including a wide bin in the center of the car with a striking blue strip of leather that matches the piping on the stark, white seats. Those seats look pillowy and enveloping, but in practice, they’re a bit flat, and their adjustability is surprisingly limited. They do offer both heating and ventilation, plus massage, but it’s about the weakest massage I’ve ever sampled.

Rear seating is generous for three across, and the flat floor means everyone will have plenty of legroom. Headroom, though, is surprisingly limited, given the shape of these cars. A pair of USB-C ports back there keep small devices charged, while a three-prong outlet is there for bigger ones. Up front, another pair of USB-C connectors offer juice, plus a wireless charging slot.

Cabin Tech

The software controlling that sweeping display is based on Android Automotive. Sign in with your Google account (assuming you have one) and you have instant access to contacts, addresses, and whatever else you’ve entrusted to Alphabet.

You’re just a few taps away from installing most major media apps, including Spotify and YouTube Music, or you can use Android Auto or Apple CarPlay wirelessly from your phone.

All that media plays through a 19-speaker AKG sound system, which even puts speakers in the headrest, a bit of a rarity these days. The system is nicely balanced, offering all the power and bass anyone could want but, more importantly, crisp and clear sound with great separation. It’s standard on the Luxury 2 trim of the Lyriq and above.

The most impressive technology, though, comes in the form of Cadillac’s Super Cruise. The system just gets better and better every time I sample it. Initially restricted only to divided highways, Cadillac has started allowing it on more secondary roads.

Super Cruise offers true, hands-off driver assistance, steering itself and even automatically passing other cars on the highway. I was surprised to be able to let the car steer even on two-lane rural roads. It was perfectly smooth and easy there, just like it is on the highway.

The system relies on an infrared camera integrated into the steering column, so it’s always watching you to ensure you’re watching the road. But that’s a small price to pay for being able to sit back and relax and let the car handle most of the driving. It’s light-years beyond Tesla’s supposed Full Self Driving. You’ll again have to buy at least the Luxury 2 package to get it, starting at $66,990, but between that and the AKG sound system, it’s a worthy splurge.

While Super Cruise is the hallmark driver assistance feature, the Lyriq offers plenty of other safety features, including old-school adaptive cruise control with lane-keep assist, automatic emergency braking, and a surround-view camera. It also features other niceties from General Motors selection of safety features, like Teen Driver Mode, allowing you to set things like maximum speeds and volumes for specific driver profiles.

The Drive

A system like Super Cruise just makes long road trips all the more appealing, and for an EV, the Lyriq is reasonably well-equipped on that front. It’s officially EPA-rated for 314 miles on a charge of its 102-kilowatt-hour battery pack. In my testing around town and on the highway, I did slightly worse: 2.7 miles per kilowatt hour for a theoretical maximum range of 275 miles.

That electricity is consumed by a single, 340-horsepower motor driving the rear wheels, providing 325 pound-feet of torque. But, those wanting more can step up to a dual-motor, all-wheel drive Lyriq making 500 hp and 450 ft-lbs of torque from a pair of motors.

That’s a lot of power, but then this is a lot of car. The Lyriq weighs roughly 5,500 pounds, or nearly as much as an Escalade, and so it’s not exactly a rocket ship with the single-motor configuration. Still, put it into Sport mode (a task that sadly requires reaching up and scrolling through the touchscreen), and it does accelerate aggressively.

The steering is nicely sharp and responsive, which I appreciate. Still, despite Cadillac’s lineage of stellar V-badged driver’s machines, the Lyric is meant more for comfy cruising, and that it does with great aplomb.

Despite the 20-inch wheels wrapped in low-profile tires, ride quality is very good. It hoovered up broken asphalt without issue, feeling poised and pliant in all conditions. Opt for the all-wheel drive version and it should be a stellar winter machine too — assuming you outfit it with a proper set of winter tires.

When it comes to brake regeneration, always a hot topic among EVs, the Lyric’s default regen level is reasonably aggressive, but far from what I’d consider a true one-pedal mode. If you want something closer to that, you need to squeeze the lone paddle on the left behind the steering wheel. At that point the Lyriq will promptly bring itself to a stop. It’s better than nothing, but I’d prefer the option for a proper one-pedal mode.

Pricing and Options

The Cadillac Lyriq starts at $58,590 for a base, Tech trim model with rear-wheel drive. The car you see purchased here was the top Luxury trim, Luxury 3, outfitted with a few options, including $1,480 for a 19.2 kW charging module and $625 for the Opulent Blue metallic paint.

Add on the $1,395 destination charge, and the total vehicle price is $72,695.

That makes it a premium option in an increasingly packed luxury electric SUV market. But the Lyriq stands out in many ways, not the least of which for its unconventional shape and tangible air of refinement about it. It’s lovely to drive, and thanks to Super Cruise, it’s even better to be driven, regardless of which seat you occupy.

The post 2024 Cadillac Lyriq Review first appeared on Yanko Design.

2025 Bentley Continental GT Speed Review

Posted on 25/09/2024 by Tim Stevens

PROS:

Beautiful styling

Epic power

Plug-in practicality

CONS:

Cost

Clunky software experience

RATINGS:

AESTHETICS

ERGONOMICS

PERFORMANCE

VALUE FOR MONEY

EDITOR'S QUOTE:

The blend of performance and poise here is hard to beat, a large car that feels light and nimble yet offers effortless stability at any speed.

All automotive brands carry some amount of expectations, preconceived notions about their cars’ level of performance and comfort. Few, though, carry the kind of weight and expectation as a brand like Bentley. Established in 1919, the Crewe-based manufacturer is responsible for some of the world’s most refined cars. Every new addition to its lineup, therefore, must honor those that came before.

That’s a tricky proposition these days. Every car manufacturer is faced with greater and greater demands for technology and environmental sensitivity. That doesn’t always jibe with traditional demands for comfort and performance.

Those two worlds collide in the new Bentley Continental GT Speed. It carries the same immediately recognizable Bentley poise and style but with radical refinements. It has the same opulent interior but is riddled with more tech than ever before. Finally, it offers the same level of thrilling performance but delivers it in an entirely new way.

Plug-Powered

This is the first hybrid Continental, a plug-in at that, something of a transitional first step towards the brand’s all-electric future, once targeted for 2030 but now shifting a bit further down the road.

Considering its radical departure from the predecessor’s W12 powertrain, which we’ll delve into in just a moment, the new Continental GT offers a familiar look and feel at a distance, but step closer, and you can see just how refined the car’s new design is.

The silhouette is familiar, and the extended nose plus the rearward cabin and the powerful rear fenders all give it that same sophisticated promise of power as before. But changes abound, the most significant being a shift to a single headlight up front. Modern lighting technology enables the new Continental to throw more light from a smaller source, cleaning up the front end and giving a throwback to the Bentley S2 from the late ’50s.

But despite that simplification, look closer again, and you’ll see the amount of detail within those headlights. It’s the same story out back, where the compact, oval tail lights are framed in an ornate, jewel-like halo. Otherwise, the rear end is likewise somewhat more simple than before, with the pop-up spoiler replaced by a clean, integrated unit.

On the Inside

The interior is likewise less ornate than before, pared back slightly from the abundance of chrome and buttons found in the last generation car. It offers just about all the technology you could want, including a 12.3-inch touchscreen with wireless Android Auto and Apple CarPlay, plus a wireless charger and a pair of USB-C ports.

The gauge cluster, too, is fully digital now, with a number of different views offering different levels of detail, more or less depending on your mood or style. The overall experience lacks the polish and feel of the higher-end systems from Mercedes-Benz or BMW, but it at least offers all the right features.

Otherwise, the interior offers a great blend of opulence and sophisticated style. The carbon fiber band sweeping across the doors and the dashboard catches the sunlight in distracting ways at times but has a clean, glossy depth that’s lacking in many in-dash composite applications.

Materials for the leathers and microfibers are great, as is the perfect stitching running everywhere. However, there’s a disappointing amount of plastic here, including the cluster of buttons surrounding the upright shifter. But, their layout at least is clean and easy to use, and they provide easy access to the functions you’ll want frequently, like toggling the comprehensively chill ventilated seats.

While the plastics are occasionally a bit underwhelming, the feel of the controls is top-notch. The mode selector, just aft of the shifter, spins with a wonderful weight, and even the turn signals move with a significant heft.

Plus-Sized Performance

The feeling of the controls is appropriate given the heft of this car. The new, plug-in Continental weighs over 5,400 pounds, thanks in large part to its 25.9-kilowatt-hour battery pack and the new hybrid system. The electric motor is paired with a 4.0-liter, twin-turbocharged V8.

The combined system power is 771 horsepower and 738 pound-feet of torque. Some souls may lament the lack of the outgoing Continental GT Speed’s W12, but that thing only made 626 hp. Plus, it only got 15 mpg.

That car took 3.9 seconds to get to 60. This one gets to 60 in 3.1 seconds and has a top speed of 208 mph. Bentley doesn’t have fuel economy numbers yet, but in my mixed testing, I scored 16.9 mpg, and as you can imagine I wasn’t exactly taking it easy.

More speed, better throttle response, and greater efficiency make for a pretty good mix.

It’s unlikely that many Bentley owners will be too concerned about fuel economy, but it’s good to see even ultra-luxury cars doing their part to reduce their impact on the environment. Likewise, everyone can appreciate the pleasant experience of driving in a fully electric mode.

Bentley says the new Continental GT can go up to 50 miles on a charge and can travel at up to 80 mph without recruiting the V8. In E Mode (available via a dedicated button), the big coupe is still nice to drive, totally silent, of course, and extra smooth but still reasonably peppy and perfectly capable of keeping up with traffic.

But I found it a little too easy to get the V8 to spin up. Even in this mode, if you dip past three-quarters throttle, the engine spins up quickly and smoothly, adding a substantial shove to the experience. That hand-off is crucial in hybrids, and Bentley has nailed it here, with power proportionally increasing as the engine spins up without the neck-snapping shock of torque you get in many lesser hybrids.

I just wish I could explicitly disable the V8 altogether and drive the car only on battery power.

In the default drive mode, dubbed “Bentley,” the Continental is properly quick when you do dip in the throttle but still calm and collected when you’re dawdling around town. For those who want a bit more composure, spin the knob to the right for the Comfort mode, which takes the edge off the throttle and the new dual-valve air suspension. There’s a custom mode all the way to the right, too, if that’s not to your fancy.

But the most fun mode is found all the way to the left, Sport, which firms up the suspension and sharpens the throttle response. In this mode, the V8 and hybrid system work together in closest harmony, the electric motor getting the car moving before the V8 roars into action and sends the car surging forward up to whatever speed you deem allowable.

The handling is unexpectedly good, too. Despite the extra weight, the GT Speed turns in eagerly, and the 48-volt Bentley Dynamic Ride anti-roll technology keeps everything from an excessive tilt.

Comfort at Speed

But even in Sport mode, the Continental is still nicely compliant over bad roads and effortlessly cosseting. The seats, despite their ornate stitching, are extremely comfortable, and though the massage is a bit on the subtle side for my tastes, the strength of the heating and ventilation cannot be denied.

Rear seats are predictably short on legroom, but there’s passable headroom, enough that you could wedge a human adult back there for a short run to dinner if you really needed to. Kids will fare better.

For the longer drives, you have a Naim sound system to enjoy, which is extremely powerful and a bit bass-forward by default but offers plenty of sliders and configurations for dialing it into your perfect tone.

You’ll also have a substantial trunk at your disposal, 13 cubic feet worth. That’s down a bit over before, thanks to the battery, which sits down beneath the floor below, but is still more generous than anything else in this class.

The Continental also offers a decent active safety package, something often lacking in top-trim luxury cars like this. The adaptive cruise worked well on the highway but was extremely conservative, leaving a big gap ahead even on the closest following distance, which didn’t work well in typical California gridlock. The active lane keep likewise was helpful, but occasionally struggled to keep sight of the lines on the road.

I should point out at this point that I was testing a pre-production model of the car, so hopefully, there’s time to improve this functionality a bit before the cars start showing up at dealerships.

Pricing and Options

At this point, we still don’t know exactly how much the 2025 Bentley Continental GT Speed is going to cost. Yes, it’s very much in the “if you have to ask” territory, but for the rest of us who are merely curious, you’ll want to have somewhere around $300,000 at your disposal before ringing up your local dealer.

Of course, part of the joy of a car like this is customization. Bentley will do pretty much anything your heart desires, but if you desire premium things, you’ll need to keep pushing that budget up a few digits.

Regardless of how much or how little you customize yours, you’re going to be spending a lot for one of these. Is it worth it? The blend of performance and poise here is hard to beat, a large car that feels light and nimble yet offers effortless stability at any speed. It’s a joy to drive for sure, with just a few rough edges to smooth out.

The post 2025 Bentley Continental GT Speed Review first appeared on Yanko Design.

Volvo’s EX90 SUV was (mostly) worth the wait

Posted on 03/09/2024 by Tim Stevens

There's a big trend in electric SUVs right now, and it probably isn't what you think. It isn't a longer range. It's not more advanced battery construction, super-fast charging or even NACS plugs. No, the real trend in electric SUVs is being delayed. Porsche's electric Macan took its sweet time going to production, as did its sibling the Audi Q6 E-Tron, which was also delayed for months.

Volvo's EX90 has suffered from the same fate. Originally slated to be on the market in 2023, it, plus its corporate cousin the Polestar 3, are only now finally starting to stumble out of Volvo's manufacturing facility near Charleston, South Carolina. Finally, Volvo let me behind the wheel of a pre-production model on a test drive to see whether it was worth the wait.

Was it? Yes and no, but I'm happy to say it's mostly yes.

Let's start with what it is. As the name implies, the EX90 is something of a battery-powered counterpart to the brand's XC90 SUV, the biggest in its lineup. Like the XC90, the EX90 is a three-row SUV with seating for six or seven, depending on configuration, a big, upright stance, and, of course, more safety features than you can shake a stick at.

But Volvo didn't just gut an XC90 and slap a big battery pack in where the engine, exhaust, and fuel tank once lived. This is a dedicated EV platform, an all-new one, designed from the get-go to be electric. It houses a 111-kilowatt-hour battery pack (107 kWh usable) and has a pair of electric motors, one at the rear and one at the front, delivering all-wheel drive.

Whether you go for the base, the $79,995 Plus, or the more luxe $84,345 Ultra trim, you get the same dual-motor configuration making 402 horsepower and 568 foot-pounds of torque. If that's not enough, you can spend $5,000 more for the Twin Motor Performance option, which turns the wick up to 510 hp and 671 lb-ft of torque. Both versions are rated for up to 310 miles of range on the EPA test, depending on which options you select.

Interestingly, though, the two models have exactly the same motors and other related hardware. What do you get with the extra $5,000 then? A different set of software and a little white badge on the back that says "TWIN PERFORMANCE." Welcome to the future.

Interior

At six feet tall, I could barely squeeze into that third row. There just wasn't anywhere for my feet or knees to go. The second row was much more comfortable, with plenty of headroom, but I still wouldn't call it spacious, with nothing like the generous legroom found in the second row of a BMW iX or even a Hyundai Ioniq 5.

Thankfully, I spent most of my time in the front seats, which are excellent. Volvo offers a pair of interior fabrics, Dawn Quilted Nordico, which has a leather-like feel, or Tailored Wool Blend, which feels like a higher-end woven upholstery. My favorite is the latter, by far. Those seats offer generous adjustment and a surprisingly comprehensive massage. Ventilation is about the only thing missing, and that is a bit of a shame.

The rest of the interior is quite stark and clean. The white trim over the charcoal fabric on the machine I drove looks fantastic, as does the raised grain on the wooden dash insert, let down only a bit by the unfortunate bands of chrome running around it.

The highlight of the dash, though, is the 14.5-inch portrait touchscreen that sits upright in the middle. On it, you have access to the Android Automotive system that controls the entirety of the user interface, including the 9.0-inch gauge cluster behind the steering wheel and the projected heads-up display.

Volvo's interface here looks similar to what they started offering about five years ago, but it's so much more comprehensive and responsive to use than before. Google Maps running natively is a great experience, as is being able to do things like adjust vehicle settings via voice with Google Assistant. The inevitable Gemini integration should only make it more powerful.

Android Automotive also gives access to numerous media apps, including Tidal, which offers Dolby Atmos streaming. For the first time, Volvo has a sound system capable of taking advantage of it. A new Bowers & Wilkins system with a whopping 25 speakers fills the cabin with rich, crisp sound. It's available as part of the Ultra trim, which nearly makes it worth the upgrade cost over the base EX90 on its own.

Drive time

The EX90 I test drove was outfitted with the company's largest wheels, 22 inches, and those were wrapped in sticky, European-spec summer tires instead of the more moderate all-season tires American EX90s will feature. Despite those two factors, the EX90 offers superb ride quality.

It was smooth, quiet, and comfortable over every separation joint on the highway and the few broken bits of asphalt I could find. Only a hint of wind noise at the highway speed betrayed the fact that I was moving through space and time and not just the latter. All that conspires to make it an even better soundscape for each of those 25 speakers.

The suspension is tuned for compliance, and the EX90 tends to float a bit after striking larger bumps or the like. But, despite that, it was still reasonably engaging on tighter, twistier canyon roads. I wouldn't say it was sharp or necessarily sporty, but it was genuinely fun.

It turns well and has minimal body roll for such a tall thing, thanks in part to situating that big battery pack down in the floor. And, yes, it has plenty of acceleration. Perhaps too much, actually. The throttle pedal is a bit sharp, which may have rear-seat passengers with sensitive stomachs turning green. Perhaps another reason to skip the white interior, lovely as it is.

The one-pedal driving mode is likewise quite sharp, promptly bringing the EX90 down to a complete stop. If that's not to your liking, you can disable it. When off, the EX90 is happy to coast along. There's a third option, too: Automatic. Here, the car coasts most of the time, but if there's a car ahead, it'll more aggressively apply regen to maintain distance.

That's just one aspect of the car's advanced driver systems, which were a bit hit-or-miss.

Big sensors

The most interesting styling cue of the EX90, an SUV that is very smart and sophisticated looking but rather understated, is the sensor pod perched above the windscreen. Inside lives a Luminar Lidar pod, scanning the road ahead and generating a 3D point map of every obstacle. Or, at least, it will.

Right now, that little bit of roof decor is just that. But Volvo said they'll light that sensor up and start collecting data via software update next year. At some point in the future, it'll start integrating better into the car's adaptive safety system, basically acting as another point of reference to augment the other sensors.

What's in there now feels more or less like Volvo's current machines. The Pilot Assist system provides comprehensive active lane-keep assistance, meaning it'll keep the car centered in the lane. Volvo has also added an automatic lane-change feature, but you still need to trigger it manually with a full press of the turn stalk. It's all good enough, but a decided step behind the hands-off systems available from Ford, General Motors, and BMW. I also had some issues during my drive, with the lane-centering system refusing to engage on secondary roads.

There were other problems, too. The car uses UWB (ultra-wide band) connectivity with smartphones to work without a key, but our car struggled to detect the phone, leaving me stuck for a few minutes of annoying fiddling every time I got out of the car. It also struggled to detect that my hands were on the wheel, going so far as to disable the active steering system at one point because it thought I wasn't paying attention. (I was.)Finally, the entire active safety suite threw errors twice, once requiring a technician with a laptop to fix.

Wrap-up

After all the delays for the machine, I have to admit I was expecting a more polished experience. That said, I'd suggest not holding that against the EX90. I'm confident Volvo's engineers can fix these issues before the SUVs start showing up at dealerships, which Volvo says will happen sometime before the end of the year.

That the active safety suite lags behind the competition is a bit unfortunate, but surely Volvo has bigger plans for the EX90. The company didn't throw that Lidar sensor on the roof just for looks. Those things are expensive.

Which brings us to the price. Again, the EX90 starts at $79,995 for a dual-motor version with up to 310 miles of range, which puts it in the same ballpark as the Rivian R1S or the Tesla Model X, two other premium three-row SUVs. However, the upcoming Polestar 3, built on the same platform but lacking the Lidar sensor on the roof and the third row of seats out back, starts at $5,000 less.

Is the Volvo worth the extra cost? We'll have to wait until we get some seat time in its corporate cousin until we can say for sure. Stay tuned for that.

Update, September 3 2024, 6:01PM ET: This story has been updated to remove two paragraphs that inaccurately described the dimensions of the EX90 due to a conversion error.

This article originally appeared on Engadget at https://www.engadget.com/transportation/evs/volvos-ex90-suv-was-mostly-worth-the-wait-153035616.html?src=rss

2024 Toyota RAV4 Woodland Edition Review : A True Adventure Upgrade or Just a Facelift

Posted on 20/08/2024 by Tim Stevens

PROS:

Green and bronze looks great

Subtly improved off-road capability

Typical RAV4 utility

CONS:

Reduced fuel economy

Worse on-road manners

RATINGS:

AESTHETICS

ERGONOMICS

PERFORMANCE

VALUE FOR MONEY

EDITOR'S QUOTE:

The Woodland Edition adds a strong dose of rugged style and a bit of extra capability, but the return may not be worth the efficiency and financial cost.

The auto market is being flooded with semi-rugged, lightly off-road editions of everyday SUVs, and Toyota’s getting in on the game with this. It’s the RAV4 Woodland Edition, a version of its ubiquitous and perpetually popular SUV that looks a little more ready for adventure than its lesser versions.

But is it actually a functional upgrade, and is it worth the roughly $3,000 over a base RAV4 Hybrid LE? That’s what I aimed to find out in my week with this green and gold hybrid.

Design

Before we even get into the functional upgrades on the Woodland Edition, I’m tempted to say this flavor of Toyota’s RAV4 SUV is worth the extra cost for the color scheme alone. That color, which Toyota calls Army Green, works remarkably well on this car. It’s not quite a military olive drab in that it definitely has a glossy hue to it, but it’s certainly in the same chromatic family.

Pairing that with a set of satin bronze wheels is an act of genius, resulting in an SUV with far more presence than any of the dozen other RAV4s you’ll likely find in the average parking lot. This is the best color combination available in Toyota’s crossover at the moment, and you can only get it in the Woodland edition.

That said, even the base RAV4 is not a bad-looking machine. Though its facelift is getting a bit familiar at this point, its angular styling cues and the dramatic, downward sweep of the lines running from the rear fenders all the way to the front grille give it an active stance that works perfectly with the attitude of the Woodland Edition.

Pick the Woodland, and you get the roof rack with rails standard, plus those 18-inch wheels and the all-terrain tires they’re covered in.

Things are less dramatic on the inside. Where that green and cold combo dominates your view as you approach, the only special touches on the inside are on the floor: a set of all-weather floor mats with Woodland Edition embossed on them, plus a few pine trees emblems. Those mats provide a functional upgrade for sure, but hardly a striking one visually.

The rest of the interior is standard stuff, thoughtfully laid out and featuring durable materials, but not much to look at. The RAV4 seats five maximum, with rear seats ample for two but only passable for three passengers. A separate heating vent plus a pair of USB-C ports are the only creature comforts available to those in the back.

The two front seats feature prodigious heating, toggled with chunky physical switches that stay in whatever position you left them last.So, if you’re the sort who wants a perpetually warm backside, you won’t have to reach for that button every time you start up this SUV. The steering wheel heating is less effective, but it too at least stays enabled between car starts.

Seat upholstery is of a basic fabric embossed with a geometric pattern that adds just a bit of visual appeal to an otherwise dark interior, though the light headliner helps. The dashboard, door cards, and center console are a mixture of leather-textured black vinyl and hard black plastics, with a few slashes and hints of matte silver plastic throughout.

Again, it’s not much to look at on the inside, but the numerous pockets and storage compartments leave ample opportunity for stashing stuff, while the cargo net out back in the hatch ensures that whatever you put in the 37.6 cubic feet of cargo space will stay put. The rear seats fold down with a 60/40 split, expanding that cargo volume to 69.8.

Other than those seat heaters, tactile controls are limited to the HVAC system, which features some oversized, chunky knobs that are a pleasure to spin. There’s a smaller volume knob as well and a small knob for cycling between Eco and Sport modes, but that’s about it.

Software and safety

Most interior controls are available through the eight-inch touchscreen running Toyota’s Drive Connect system, which offers integrated navigation and a voice assistant. Android Auto and Apple CarPlay are also available, which I found to be a far more appealing option.

The gauge cluster features a series of traditional analog gauges with a digital, virtual gauge system in the center. This display is customizable to cycle through a series of vehicle settings, parameters, or navigation prompts if you like. There’s nothing particularly notable here, but it’s all perfectly functional.

In terms of active safety, the Woodland Edition features Toyota’s Safety Sense 2.5 system, which includes features like automatic emergency braking with pedestrian detection, roadside sign detection, lane-keep assist, and adaptive cruise control. The adaptive cruise worked well, but the lane-keep assist was a little less reliable in my testing. It often struggled to detect road markings and only made very late, very indistinct corrections to keep the car centered.

On (and off) the road

The RAV4 is a simple, pleasant SUV to drive in most situations. The Woodland Edition doesn’t do much to change that formula, but it does add just a hint of additional capability. The suspension in this version has been retuned, slightly stiffer with up-rated bump stops, capable of handling the trails that Toyota apparently thinks people will be hitting in this thing.

Additionally, there’s a Trail drive mode, which Toyota says helps to maximize grip, but in my testing in slippery conditions, I couldn’t detect any difference. The front wheels always seemed to break loose first and most significantly before the rears got much in the way of power from the hybrid system out back.

The Woodland Edition’s biggest change, regardless, is what it rolls on. 18-inch Falken Wildpeak A/T Trail tires have been mounted on all four corners, far chunkier and more aggressive than the usual all-seasons found fitted on the RAV4.

Does any of it make a difference in terms of off-road performance? The suspension upgrade should make the Woodland Edition survive slightly harder stuff offroad, and there’s no doubt the tires will provide more grip on loose surfaces.

On-road, the changes are definitely noticeable, with some increased road noise and a slight decrease in everyday ride quality. While far short of harsh, the Woodland Edition was less pleasant over the bumps and frost heaves that plague the roads near me as we come out of an extended winter season. Whether it’s the tires, suspension, or some combination of the two, I can’t say for sure, but if on-road poise and comfort is your priority, you might want to go for an XLE instead.

In terms of power, as in any other RAV4 hybrid, the 219 horsepower hybrid system in the Woodland Edition is more than adequate but far from breathtaking. The car accelerates cleanly and has plenty of power to keep up with traffic, plus reasonable throttle response, largely thanks to the hybrid system. However, when most people are shopping for Toyota Hybrids, their top priority is fuel economy, and I wasn’t blown away there.

The Woodland Edition is rated for 38 mpg in the city, 35 on the highway, and 37 combined. In my mixed testing, I did substantially worse, coming in at 32.3 mpg. An XSE, meanwhile, is rated for 39 mpg combined. Those all-terrain tires here surely don’t help, nor does the roof rack up top.

Options and pricing

The 2024 Toyota RAV4 starts at $28,675 for a base LE edition. For a Woodland Edition, you’re looking at a minimum of $34,695. My model included the $925 Weather Package, which adds on heated seats and steering wheel, plus $500 for that exterior color, which brought the total price to $37,470 after a $1,350 destination charge. That compares favorably to its most direct competitor, a Subaru Forester Wilderness Edition, which starts at $34,920.

Is it worth the extra $3,000 over a RAV4 LE hybrid? I don’t know if it is. While I appreciate the desire for something with more off-road capability and love the look and color scheme here, I can’t say that I’m convinced the on-road penalty combined with the extra cost is worthwhile. The mpg hit also doesn’t seem worthwhile unless you’re frequently going to be making use of those all-terrain tires or that roof rack.

In general, I’d recommend sticking with the RAV4 XLE hybrid, which is an excellent SUV and continues to be a value leader and saves. But, if you want something with a smidge more attitude and have a bit more to spend, I don’t blame you for being tempted by this green and bronze charmer.

The post 2024 Toyota RAV4 Woodland Edition Review : A True Adventure Upgrade or Just a Facelift first appeared on Yanko Design.

2024 Audi RS7 Performance: Unmatched Power and Luxury

Posted on 10/06/2024 by Tim Stevens

There are a lot of fine machines that you can get if you’re willing to spend over $100,000 these days. In fact, you can get multiple amazing cars for that amount of money, so if you’re going to choose just one car and pay over $150,000 for it, it had better be very, very good.

And that’s exactly what Audi’s RS7 promises to be. With 621 horsepower from a 4.0-liter V8 routed to all four wheels through an advanced all-wheel drive system with an active, torque-vectoring differential and an eight-speed automatic transmission, it certainly promises to be a powerhouse when it comes both to performance and all-season poise. But does it deliver, especially when optioned up to a final price of $151,840?

Design

First impressions are key with a car like this, and the RS7 doesn’t disappoint. While you can get this same basic silhouette for as little as $72,000 in the base A7, stepping up past the roughly $85,000 S7 into the RS7 you see here adds several model-specific customizations — some subtle, others less so.

To me, the most striking are those amazing 22-inch wheels. While I’m not generally a fan of black wheels, especially on a car like this, you could paint these any color you like, and they’d still be striking. The shape, which seems delicate as a spider’s web, is beautifully compelling, while the deep dish provided by that offset gives this sedan a concept-car stance.

That deep-dish profile helps fill the fenders on the RS7, which are substantially wider than those on the base A7. It’s the nose, though, that is most noticeable, with massive inlets featuring exposed carbon fiber slats. The color here, Florett Silver, is on the subtle side for a car this powerful, but it pairs beautifully with the black wheels and carbon highlights.

But what I like most about the RS7 is that, despite those details that enthusiasts will spot from a mile away, your average person out there on the streets won’t necessarily see this one coming. On a casual glance, the RS7 doesn’t shout its presence. The added bits aren’t so much flare as they are finesse, and that’s very much in line with what I want from a car.

Interior detailing

On the inside, the changes over the base A7 are similarly subtle, but there are differences. It starts with the deep-set sports seats with their distinctive hexagonal pattern. They look great, especially in Cognac leather, but if I’m honest, for a car with this much performance, I might have wanted something a bit sportier, like those offered by the $3,000 RS Design package with contrasting stitching.

The dash and doors in the RS7 receive slashes of carbon fiber, left matte, not sealed behind glossy resin like on most cars. This means it’s as lovely to touch as it is to see. Likewise, the steering wheel is Audi’s deep, thick sports shape that fits my hands like it was molded for them. A pair of discrete metal shift paddles on the back waiting for sportier drives.

Everything in here is high-quality, with the only aspects I don’t appreciate being the expanses of glossy piano black on the center console around the shifter and running across the center of the dashboard. But, from a materials and fit-and-finish standpoint, there’s nothing to complain about.

The same goes for front-seat comfort. There’s plenty of headroom and legroom, and the comprehensive heating and ventilation of those front seats will keep your posterior thermally managed. The rear seats are also heated but don’t offer anywhere near the space. As you can probably guess by that roofline, headroom out back is limited, as is legroom.

But those seats do at least fold out of the way easily, with a 40/20/40 split, meaning you can drop just the middle section should you want to seat four in here while also carrying some skis, snowboards, or the like. Just make sure the two rear passengers are somewhat short of stature.

The software experience

Audi’s MMI experience handles infotainment duties, a dual-screen system that’s comprehensive if occasionally confusing. The bottom screen is mostly used for the car’s climate control system, but occasionally, you’ll use the top screen for that.

Meanwhile, the top screen has the bulk of the infotainment experience, and you’ll find the integrated navigation system and media playback here. Connect your phone for wireless Android Auto or Apple CarPlay and either of those displays take over the top screen. Media is played through a 23-speaker Bang & Olufsen sound system, which offers a rich, broad sound but comes with quite an asking price: $4,900.

The gauge cluster is likewise fully digital, measuring 12.3 inches on the diagonal, and there’s a heads-up display as well, meaning you’ll not be lacking for information. All displays are thoroughly customizable and full of telemetry covering everything from maximum g-forces to tire pressures.

The most important control might just be on the steering wheel. It’s the RS button, which you can use to quickly toggle through two user-defined RS modes: RS1 and RS2. You can customize the engine response, suspension stiffness, steering resistance, engine sound, and differential setup.

Dig a little deeper, and you can also raise or lower the adaptive suspension, which I frequently had to do while driving the car.

Winter testing

My RS7 visit coincided with one of the worst ice storms we’ve experienced in New York in years. Heavy rains swept through, followed by a rapid temperature drop and a foot of heavy, wet snow. The resulting combination not only left the roads covered in ice and slick snow but also brought down trees and branches all over.

And I had to drive three hours straight into the heart of it.

Virtually any other 600-horsepower, $151,000 car would have left me, at best, stranded or, at worst, halfway through a tree. The RS7 handled it all remarkably well. Though the RS7 is low, it’s not so terminally low that the aggressive front air dam turned into a plow when the snow started to pile up.

Meanwhile, Audi’s sportiest sedan did an excellent job of getting all that power to the ground. In the few times I dug deep into the throttle (purely for the sake of experimentation), the RS7 squirmed just a bit, making the most of the grip, then shot forward in a controlled, predictable way.

This was on some of the slickest, nastiest roads I’ve ever experienced. I saw many cars in ditches, yet I had no problem getting home. I even enjoyed myself. And, on those few times when I needed to clear some particularly deep snow, raising the car an extra 0.8 inches was a reassuring thing — even if it was only a maximum speed of about 20 mph.

Much of this performance must be attributed to the Continental WinterContact tires on the car, which, despite being incredibly wide and low-profile, delivered good and predictable grip. But the RS7’s advanced differential system ensured that the power got to those tires in a balanced way and ultimately ensured that I got home safe.

Once the weather cleared and the roads dried, I had a chance to sample the car’s speed and performance differently. Here the RS7 is brutal and fast. That twin-turbo V8 sounds fantastic as it roars up through your every acceleration and burbles gently as you lose that speed again. The transmission clips through ratios without hesitation but did have a tendency to make the car jerk and stumble a bit when coasting to a stop.

The steering is delightfully quick, if a bit numb, and the grip levels are, of course, huge. For a car of this size, it’s very, very good.

Switching back to Comfort mode, the car returns to being a calm and relaxing luxury sedan. It’s really only that occasionally jerky transmission that betrays this car’s performance capability, that and an excess of road noise, which would surely be lessened with summer or all-season tires rather than the chunky winter tire treads here.

The 17.4 mpg I saw during my testing also points to this car’s capabilities, which matches the car’s official combined rating. However, according to the EPA, you can get up to 22 mpg on the highway if you drive it gently.

Pricing and Options

The 2024 Audi RS7 Performance you see here had a starting MSRP of $127,800, but included a number of options, including $7,650 for the matte carbon fiber, $4,900 for the Bang & Olufsen sound system, and $2,250 for the driver assistance package. The total price came out to $151,840 after a $1,095 destination charge.

As a machine meant to mix both luxury and performance, the RS7 handles both categories well, not providing the posh experience of something like a Mercedes-Benz S-Class, but lining up quite compellingly against something like a Mercedes-AMG GT Sedan or Porsche Panamera and with a price to match.

With its visual tweaks and hints of outrageous performance, the RS7 feels a bit more special than either of those two, a bit more rare. Still, with Porsche’s new Panamera coming, and Mercedes raising the bar with the AMG GT, Audi’s barnstormer might need some new moves to keep up.

The post 2024 Audi RS7 Performance: Unmatched Power and Luxury first appeared on Yanko Design.

Mercedes-Benz quad-motor G-Class could be the ultimate EV off-roader

Posted on 24/04/2024 by Tim Stevens

The Mercedes-Benz G-Class, aka the Gelandewagen (which means "all-terrain vehicle" in German) has been in regular production since 1979. It's changed a lot since then, evolving from a utilitarian off-roader to a desirable luxury icon, but it's never seen a change quite like this.

Meet the Mercedes-Benz G 580 with EQ Technology. That's a long and mild name for a pretty radical reinvention of the classic G. This is the first battery-powered G-Wagen, driven by a whopping four electric motors that draw juice from a 116-kilowatt-hour battery pack. Total output is 580 horsepower.

Those four motors enable the electric G to do some amazing things, like a so-called G-Turn, where it spins in place. The idea is to help this big rig get out of some tight off-road situations, but we think it'll be even more effective at impressing your neighbors. There's a bevy of other tech here too, including dedicated off-road driving modes and a series of cameras that allow drivers to spot every rock and rut when crossing the trails. No formal word on pricing just yet, but it's important to note that the gas-powered versions of the G-Class live on, so if you're really attached to internal combustion there's still a G for you.

Really, though, if you can't do a tank turn, then what's the point? Watch the video above for the full story.

This article originally appeared on Engadget at https://www.engadget.com/mercedes-benz-quad-motor-g-class-could-be-the-ultimate-ev-off-roader-120024168.html?src=rss

Analogue Duo review: A second chance for an underappreciated console

Posted on 18/04/2024 by Tim Stevens

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

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

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

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

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

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

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

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

Out of the box

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

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

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

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

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

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

Output

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

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

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

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

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

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

Gaming on the Analogue Duo

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

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

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

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

Controllers

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

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

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

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

Wrap-up

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

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

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

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

Analogue Duo review: A second chance for an underappreciated console

Posted on 18/04/2024 by Tim Stevens

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

Out of the box

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

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

Output

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

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

Gaming on the Analogue Duo

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

Controllers

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

Wrap-up

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

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

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

Posted on 03/04/2024 by Tim Stevens

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

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

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

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