Mercedes Benz A250e plug-in Hybrid Review

Posted on 25/12/2021 by Peter Lyon

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 16/12/2021 by Peter Lyon

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 04/12/2021 by Peter Lyon

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.

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2022 Audi RS e-tron GT Review

Posted on 17/11/2021 by Peter Lyon

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.