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Toyota bZ4X electric crossover review

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PROS:


  • Rewarding cornering and smooth ride quality

  • Stylish interior

  • Good connectivity features

CONS:


  • Real-world range is lower than expected

  • No one-pedal drive mode

  • Difficult to find natural feeling seat setting

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

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

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

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

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

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

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

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

Getting back to the story—

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

Getting to the heart of the bZ4X

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

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

Exterior features nice touches like the ‘hammerhead’

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

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

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

Cabin tech and material levels good but driving position questionable

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

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

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

Behind the wheel

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

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

Lack of full one-pedal driving

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

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

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

Prices and Options

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

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

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

2022 Lexus LX 600 First Drive Review

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14 Years after the last-gen LX went on sale, the LX 600 arrives with style and substance.

The 2022 Lexus LX 600 has arrived, and we’ve recently gotten behind the wheel of Lexus’s new flagship luxury SUV. It took 14 years after the last LX went on sale—we were on the first iPhone—but this time around, the LX is doing double duty. While some markets will have a choice of the famously capable Toyota Land Cruiser, and its upmarket Lexus version in the LX 600, the U.S. and some regions only receive one wearing a Lexus badge. As it turns out, that may work out favorably. The new generation arrives with a choice five trim levels—previously it was three—and the entry-level LX is priced starting at $88,245, a tad more than the previous Land Cruiser.

What’s New

For starters, the LX 600 has moved onto a new body-on-frame platform, the rigid GA-F, one it shares with the Toyota Tundra. Despite this, it’s almost exactly the same size, same length, and about a half-inch wider. Powering the new luxury flagship is an athletic 3.5-liter twin-turbo V-6 engine. It replaces the storied 5.7-liter V-8, but actually bests the bigger engine’s output by 26 horsepower, and a very generous 76 pound-feet of torque. Importantly, fuel economy is improved substantially, up to 17 city/22 highway/19 combined, versus the LX’s thirsty predecessor and its 14 mpg combined EPA rating. This is in large part thanks to a 441 pound weight reduction, use of high-strength steel and that smaller engine block both paying dividends.

Apple Carplay and Android Auto are now standard, and the interior is flush with tech and luxury that were notably less pronounced on the previous generation. In addition to the 12.3-inch touchscreen that displays cameras and infotainment, there’s a 7-inch touchscreen stacked just below showing driving mode and climate information.

A Voice Assistant feature is meant as the main mode of interaction with the multimedia and infotainment options, though key buttons and the touchscreen remain at the ready to facilitate traditional use of those features. We briefly sampled the Voice Assistant, and found it to be thankfully intuitive and easy to use, though we appreciate physical buttons and controls remaining in the cabin.

Design

The LX’s tough, refined-but-brawny aesthetic remains, though there is a little variance in styling throughout the trim levels. There are three grille options, including a spindle grill with seven sets of “floating bars,” evenly spaced, with the gaps acting as vents to cool the engine. The new headlamps feature an L-shaped clearance and daytime running lamp that boasts a three-dimensional design, one that can give a sense of depth when viewed from different angles. The L-shaped LED gives off a sharp modern, technical impression.

Wheels range in size from 18 inches up to 22 inches like on the F-Sport we’re driving, the largest found on any Lexus. A base two-row five-seater LX acts as the entry-level model, but Lexus tells us this will make up only about five percent of sales. The Premium grade will be the primary one buyers opt for, and this new F-Sport model adds distinct design, features, and handling. A unique F mesh blacked-out grille—this might be the best looking grill on the new LX—those upsized 22-inch aluminum-forged alloy wheels, and uniquely-tuned front and rear dampers are a few of the features. A Luxury model rounds out the three models with three-row power-folding seating for seven, while a new Ultra Luxury model represents the pinnacle of the range, with exceptional interior design.

The Ultra Luxury, which starts at $127,345 and climbs, features two rows, and the best seat in the house may be in the rear, one which we happily sampled. There, a pair of sumptuous captain’s chairs offer an opulent in-car experience. They can slide forward, recline up to 48-degrees, and boast a generous 43 inches of legroom. The headrests are curved, and the rear can serve as a place to get work done on the go, or rest. They’re also designed to cosset and suppress unwanted movement. A reading light, sunshades, and rear seat display come standard. A 25-speaker, 2,400 watt surround sound Mark Levinson audio system adds to a sumptuous, indulgent environment. The focus on the rear here gives Lexus enthusiasts an alternative to the Maybach GLS, or twice-the-price Range Rover SVAutobiography, though those offer a notch of refinement more, to our eye. We don’t know how much off-roading the Ultra Luxury customers will do, but the LX offers an upgraded experience from the previous-gen there, as well.

The Drive

As we wind up the road to Bandelier National Monument, the 2022 Lexus LX 600 F-Sport’s 10-speed automatic transmission is shifting seamlessly through the gears, proving deceptively nimble for a brawny, luxe-tank required to be able to tow 8,000 pounds. These rugged, beautiful New Mexican canyons and plateaus look as if they may have changed little since the Ancestral Puebloan communities thrived here. The Lexus LX 600 on the other hand, has undergone quite a significant metamorphosis.

To test out the LX’s off-road chops, we get into a Luxury model, the trim that is likely to be the best-seller of the five, along with Premium. We climb a steep dirt road in the foothills of the Sangre de Cristo mountains, the crawl control feature on the 2022 Lexus LX 600 is making easy work of a seemingly daunting climb. As we come up to a ridge, the high-res front view camera displayed on a 12.3-inch touchscreen alleviates the uncertainty of what’s below. Noting the steep descent, I switch the crawl control’s speed setting with the turn of a dial from level three down to two. A downhill-assist feature automatically controls hydraulic pressure on the brakes for a stable descent, as I navigate a narrow split through the trees. The new LX is loaded with space-age tech that can make even the least-experienced off-roader navigate challenging terrain.

Our Take

While it may have taken a while for Lexus to deliver a new generation of the Lexus LX luxury flagship, the new truck proves the adage that good things are worth waiting for. With fresh design boasting some variety through the five grades, a new platform, powerful and more efficient engine, smooth 10-speed automatic transmission, ample cutting-edge tech, and an Ultra Luxury model, the LX 600 has arrived loaded with appeal, and in luxurious style.

The post 2022 Lexus LX 600 First Drive Review first appeared on Yanko Design.

FIAT 500e Open electric review

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

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

The 500e is the cutest EV on sale today

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

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

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

The retractable roof offers a unique convertible experience

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

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

Designers went to town inside the car

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

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

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

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

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

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

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

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

Drivers need to get used to the three drive modes

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

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

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

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

Prices and Options

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

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

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

2022 Nissan Ariya EV Review

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

Ariya will do well against its rivals

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

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

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

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

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

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

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

Its Amazon Alexa feature is revolutionary

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

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

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

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

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

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

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

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

Low center of gravity resists rolling in the corners

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

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

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

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

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

Prices and Options

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

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

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

Mazda MX-5 990S Special Edition Review

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

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

The MX-5 sparked a roadster revolution

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

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

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

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

Back to basics — that means going on a diet

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

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

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

All of the upgrades are under the sheet metal

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

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

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

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

The 990S is spartan inside but the Terracotta is stunning

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

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

The Driving Experience

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

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

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

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

Prices and Options

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

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

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

BMW iX xDrive50 (electric) REVIEW

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

That polarizing new kidney grille dominates design chatter

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The Driving Experience

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

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

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

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

Pricing and Options

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

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

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

AUDI RS Q3 Sportback Review

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

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

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

A minor identity crisis?

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

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

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

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

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

Inside, its kind of like Gucci meets Versace

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

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

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

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

Gutsy 2.5-liter 5-cylinder turbo packs a punch

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

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

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

The Driving Experience

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

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

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

Price and Options

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

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

Should I buy one?

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

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

The Best of Tokyo Auto Salon 2022

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

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

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

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

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

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

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

Three Best New Cars and Concepts

1. Nissan Z

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

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

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

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

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

2. Toyota GR GT3 Concept

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

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

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

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

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




3. Subaru STI E-RA Concept

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

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

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

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

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

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

Honorable Mentions For New Cars and Concepts

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

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

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

Three Best Customized Cars

1. Liberty Walk Aventador SVJ Carbon Fiber Body

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

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

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

2. HKS Driving Performance GR86

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

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

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




3. Pandem Widebody V8 GT-R ‘Hakosuka’

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

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

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




Honorable Mentions For Customized Cars

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

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

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

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

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




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

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

Conclusion

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

The post The Best of Tokyo Auto Salon 2022 first appeared on Yanko Design.

2022 Mazda CX-5 Facelift Review

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

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

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

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

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

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

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

Making the most beautiful cars in Japan

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

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

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

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

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

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

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

The Driving Experience

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

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

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

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

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

Prices and Options

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

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

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

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

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

LEXUS NX 450h+ Plug-in Hybrid Review

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

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

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

New NX gets more mature, subtle refined look

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

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

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

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

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

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

The new 14-inch touchscreen redefines Lexus interiors

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

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

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

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

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

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

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

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

The Driving Experience

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

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

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

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

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

Price and Options

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

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

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

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