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Lexus LC 500h Review

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PROS:


  • Incredible styling

  • Remarkable interior

  • Smooth, effortless performance

CONS:


  • Reluctant transmission

  • Scant EV-only range

  • Useless rear seats

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The LC 500h is a beautiful car best suited for big, sweeping roads with high enough speeds to capitalize on all that grip and the sheer dimensions of the machine.

The phrase “nice Lexus” is not something you’re likely to hear from total strangers in most situations, but when you show up in one of these, you’d best be ready to explain just what kind of car this thing is and from which planet it originated. 10 years on since the car made its debut as a concept at the 2012 North American International Auto Show, the Lexus LC 500 is still among the best-looking coupes on the road.

It’s been six years since the car’s introduction as a production model and, in that time, changes have been few — why mess with perfection? Still, the LC 500 has gained some much-needed tech updates and can now be extensively configured through a program Lexus calls Bespoke Build. That seemed like a great time to sample the LC 500h flavor anew, and to experience the car’s outrageously innovative, surprisingly effective hybrid system.

From concept to creation

The LC 500 made the difficult transition from pie-in-the-sky concept car to real-world production car better than most. Though the process took four years, other than a few subtle nips and tucks, the LF-LC concept and production LC 500 are nigh-indistinguishable.

That means this, the hybrid flavor LC 500h looks like nothing else on the road. Sure, it is full of Lexus design cues — just look no further than that massive, world-threatening grille up front — but it is undeniably its own thing, and a stellar thing at that.

The long, low, wide nose contains a pair of svelte headlights that tuck themselves back almost into the fenders, shining out over dashes of silver, arrows all pointing forward. After you get past the nose there’s a calmness to the side of the car, only a few upward flourishes distracting the clean lines that run to the rear. At the back, four chrome tailpipe finishers poke through a little diffuser, setting up a bumper that’s dramatically creased. More silver highlights extend from the tail lights, defining the upper and rearward terminations of the rear fenders.

It’s all capped off by an outrageous, sweeping, carbon-fiber wing that curls down from the rear decklid, following the shape of the terminal end of the car. If you’re a Gundam fan, it wouldn’t look out of place perched on the nose of Syd Mead’s Turn-A Gundam. It’s all a bit too much yet it all works so well.

Crazy as the outside is, though, the interior is even more remarkable. The door cards seem to crash up like waves from either side, threatening to sweep over the wide dashboard that might as well be in another county it’s so far away from the driver’s seat. That is, perhaps, to discourage you from trying to reach up and stab at that 10.3-inch screen, which is not only non-touch, it’s recessed behind a transparent, plastic barrier.

The infotainment system is exclusively controlled via a small touchpad that sits just aft of the shifter. It’s haptic-enabled, buzzing as you drag your finger across to make it easy to tell when you’re hovering over the virtual button or control that you want. A few actual, physical buttons sit above it, controls to bring up the map, radio tuner, or to return home. There’s a generous volume knob, too.

These few tokens to tactility, along with physical buttons and rockers for HVAC controls, are enough for me. I’ll be honest, I don’t hate this system as much as I know many of my esteemed colleagues at other publications do. Lexus has updated the interface over the years and it’s not bad to use. It even has wired Android Auto and Apple CarPlay, something sadly lacking in earlier versions of the LC 500. It’s here now, and it’s great, but that is one places where this touchpad is simply unsatisfying to use. When you’re projecting from your phone, that touchpad acts like a four-way controller, requiring that you swipe up, down, left, or right to scan between every on-screen control. It’s slow and clumsy, but definitely not Lexus’ fault.

The drive

The more important controls are the ones that fall to hands and feet after you slot into the sweeping driver’s seat, which has a relatively simple design featuring something like a padded shawl over its shoulders. These are the Comfort seats and, despite extremely limited configurability (just the usual positioning plus an adjustable lumbar), they live up to their name, encouraging a laid-back posture to match the LC’s swept-back attitude.

Instead of an Engine Start button there’s a cheeky blue Power button and, once you hit that, chances are nothing will happen. Being a hybrid, the LC 500h only kicks on the engine when it needs it and, if you hit the dedicated button labeled “EV MODE” it’ll delay that as long as possible. But, this is no plug-in. With a mere 1.1 kilowatt-hours of battery, EV-only range is realistically measured in meters. The LC 500h can only crawl around the parking lot without firing up the 3.5-liter V6. This mode, then, is for stealthy escapes from your country estate — assuming your driveway is neither long nor uphill.

The steering wheel has a perfect look and feel. It almost feels a bit small for a car of this size, but the thick, deep rim pulls your hands into position and the quick steering ratio ensures they stay there.

The little shifter moves to the side and back to engage D and you’re away, the car’s combination CVT and four-speed transmissions (more on that in a moment) slipping and sliding through the 10 effective gears to ensure you barely feel any change in cog. In either Normal or Comfort, the LC 500h is remarkably smooth, doing everything in its power to keep the engine revs below 2,000, stopping and restarting the engine with every crest of every hill. When you’re driving smoothly, you can barely feel the transition.

It’s when you get on things a little bit harder that the limitations of that drivetrain start to become apparent. To shift driving modes you reach up to a rotary dial mounted to the side of the gauge cluster. Tilt it forward to get more sporty, rearward to get more economical. Two twists forward enables Sport Plus mode, digital gauge cluster reconfiguring to look like an LFA and the car momentarily dropping a few gears to bring the engine closer to its powerband.

But, give it a moment and the car will quickly upshift again, idling along at 2,000 RPM until you dip into the throttle, resulting in a four or five gear downshift to deliver any torque. Even in this mode, the engine is still frequently disabled to save fuel, often inducing an annoying lag when you get back on the throttle. That transmission also auto-upshifts should you get anywhere near the redline.

That’s all a bit of a shame and it makes the car less than satisfying to drive when the road turns back on itself sharply, calling for lots of hard acceleration and braking. Doubly a shame because the brake feel is so good and, once the car gets the right gear, the total 354 horsepower and 370 pound-feet of torque is strong.

The LC 500h, then, is a car better suited for big, sweeping roads with high enough speeds to capitalize on all that grip and the sheer dimensions of the machine.

That hybrid system

As I mentioned, this is a remarkably complicated system that sits under the hood of the LC500h, all tucked in so neatly that it’s almost entirely situated behind the front axle. The bulk of the power comes from a 3.5-liter V6, which runs in the Atkinson cycle, a combustion technique focused on maximum efficiency and often used on hybrids.

That’s paired with two electric motors, and the output of all that is run through not one but two transmissions. There’s a continuously variable transmission that’s programmed to cycle through three ratios, plus a four-speed automatic. Lexus says this creates an effective 10-speed transmission and that’s how the car acts, and while this isn’t the most responsive, sporting gearbox on the planet, it is buttery smooth. Crucially, it never leaves the engine hanging, droning at a single speed like most CVTs.

The goal of all this is power and efficiency, and while 354 hp isn’t exactly world-conquering, it’s enough to get this 4,400-pound coupe up and running with aplomb. And as far as efficiency goes, the 500h is EPA-rated for 34 mpg on the highway, 26 city and 29 combined. In my mixed testing I just about hit that mark, coming in at 28.3 mpg. That’s pretty good for a big, leggy coupe like this, and 10 mpg (50%!) better than the base LC 500.

Pricing and options

A base LC 500h starts at $99,050, but the example you see here came courtesy of Lexus’ new Bespoke Build program, which adds a strong dose of personalization to the mix, crucial in the high-stakes luxury segment. With Bespoke Build, you have a much broader selection of interior colors from which to choose, a trio of wheelsets, plus additional options like blacking out the silver highlights. It’s not a full-on personalization program with an infinite number of paint hues and exotic hides, but for those wanting something special, it’s a big step forward.

This car was coated in a lovely, dark shade called Nightfall Mica, with a custom Alcantara and leather interior called Manhattanhenge — presumably named after the deep, orange glow that bathes New York City twice a year. The blue over orange is a fantastic pairing and the result is a car that I adored looking at.

That Bespoke treatment costs $3,690, while the interior cost another $3,600. Other options on this car included $2,750 for that luscious rear wing, $1,800 for the black, 21-inch wheels, and $1,220 for the upgraded Mark Levinson sound system. Add a few other odds and ends, plus a $1,075 destination charge, and you’re looking at a total cost of $116,535.

The post Lexus LC 500h Review first appeared on Yanko Design.

2023 Honda HR-V Review

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PROS:


  • Smooth, comfortable ride

  • Roomy cabin

  • Great value

CONS:


  • Underwhelming power

  • Anonymous styling

  • No Magic seats

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The HR-V rides with a poise and composure that's unusual for an SUV of this size, soaking up road imperfections with no complaint or negative feedback transmitted to the driver. There's little to tell you that you aren't driving a car costing far more than this one's $30,590 as-configured price.

Sometimes, growing up means losing a little bit of magic. Your outlook on life changes along with your priorities, as might your waistline, but at the end of the day you’re still you and, in many cases, a better you. Wizened, yes, but wiser too.

With the 2023 Honda HR-V, growing up quite literally means losing its magic — well, Magic Seats, anyway. But, despite that unfortunate omission, the latest flavor of Honda’s littlest crossover SUV is a nicer-driving, nicer-looking machine than what came before. An improvement, then? Let’s dive into the details.

New Platform

The outgoing Honda HR-V, introduced in 2014 and refreshed in 2019, was based on the beloved Honda Fit. Serving as a slightly bigger, marginally more practical SUV flavor of Honda’s mini-MPV, it inherited the Fit’s great packaging and lively, if buzzy, dynamic.

This new HR-V is a very different beast. Now built on the same platform as the latest Honda Civic, it features a substantially different design inside and out, top to bottom. Certainly from the outside it looks radically different, bigger and frankly more pedestrian than before. Where the old car had an almost tall-hatchback vibe, the new one is all SUV.

That’s not a bad thing, mind, and I do think it’s a handsome looking thing. The face of the car is simpler and cleaner without the chrome nose that the old car wore, and I like the way the new facia sculpts down aggressively to a well-defined, vertical grille.

From the side, well, there’s really nothing to differentiate this from any other little crossover on the market, but from the rear there’s a bit more intrigue, with wide tail lights wrapping nicely around to to the fenders, a clear organic shape with black inserts that pair nicely with the black trim that formers a border and a base for the entirety of the HR-V’s body.

Again, I think it looks quite good, especially in the deep, greenish-blue shade of Nordic Forest, which is about as accurate a name for an automotive color I’ve ever heard. While that shade will set you back an extra $395, it works well with all the black and the few bits of silver and chrome to be found.

New Interior

On the inside, things are much darker. Much, much darker. The color scheme inside my test car was black on black on more black, a little bit of white stitching plus a few silver hints trying and failing to break up the monotony. An off-white headliner brightens things up just a little bit, but I’m going to go ahead and say that if you suffer from Seasonal Affective Disorder, this may not be the interior for you. (There is a light gray interior available, but only on the top-shelf EX-L trim.)

Despite the monotone look, it’s actually a very nice interior, a massive improvement both in terms of layout and features than before. And, frankly, it does look good, especially the sweeping, honeycomb vent that runs nearly the entire width of the dashboard, borrowed from the new Civic and looking just as classy here as it does there.

The 9-inch infotainment system sits perched above that, again familiar Honda-spec stuff but easy to use and responsive, and blissfully featuring a volume knob, something missing on the first HR-V. Both wireless Apple CarPlay and Android Auto are on display, and the HR-V integrates nicely with them, pulling turn-by-turn directions out and adding them to the gauge cluster.

That gauge cluster, meanwhile, is half digital, multi-function LCD on the left handling tachometer duties, seamlessly blending into a physical speedometer needle on the right.

Inset in the tacho is a selection of information ranging from trip details to navigation, as well of course as all the various active safety settings, which I’ll delve into in just a moment. I find this half-digital layout a bit odd, if I’m honest, but it works well and presumably saves a few bucks somewhere along the line.

The center console in the new HR-V has been completely redesigned, shifter now sitting on an arched section that flows seamlessly back to the driver’s armrest. That arching shape creates room for a small cubby underneath, with a pair of USB-A ports sticking out at odd angles on either side. Another USB-A port is situated ahead of the cupholders and next to a Qi wireless charging pad. Rear-seat passengers, though, will have to make do without even a single USB port. (There is at least a 12-volt way back in the hatch, but that won’t help your compatriots much.)

The bigger change out back, though, is the aforementioned loss of the Honda Fit’s Magic Seats. Though the name was somewhat hyperbolic, those seats really were pretty special, folding up to make room for tall objects or folding flat to provide lots of cargo space. In the new HR-V, those seats fold only flat.

They do so easily and nicely, opening up 55.1 cubic feet of cargo space, down from 57.6 on the old car. But, when the seats are up, there’s plenty of room for rear-seat passengers. I’m six-feet tall with short legs and I had plenty of headroom and oodles of legroom, even with the driver’s seat positioned exactly where I’d have liked it.

The front seats, too, are comfortable and roomy, power adjusting on the driver’s side, manual for the passenger. Despite the sunroof there’s an abundance of headroom up front, too, and good visibility throughout.

New Drive

Buckle up, hit the Engine Start Button, slot the shifter into D, and you’ll quickly realize this feels very different. In terms of driving dynamics, there’s little here to compare to the old HR-V. Though the previous one was far from bad, this one’s very good. Mostly.

The suspension and overall ride quality are the biggest changes. The HR-V rides with a poise and composure that’s unusual for an SUV of this size, soaking up road imperfections with no complaint or negative feedback transmitted to the driver. Even on the worst roads I could find, the HR-V was perfectly comfortable, handling maybe skewing a little too far to the soft side but it’s still an engaging thing to drive.

Really, other than a bit of road noise coming through on broken surfaces, there’s little to tell you that you aren’t driving a car costing far more than this one’s $30,590 as-configured price. But, get on the accelerator and you’ll get a noisy reminder.

The 2023 Honda HR-V is powered by a 158-horsepower, 2.0-liter four-cylinder paired with a continuously variable transmission and all-wheel drive. CVTs and AWD systems both have a tendency to suck the life out of small-displacement engines. Saddling the poor two-liter four-pot here with both leaves it really struggling.

Try to accelerate hard and you’re greeted with more noise than thrust, transmission running up to redline and staying there until you take mercy on the thing and lift. It is, suffice to say, not a particularly engaging acceleratory experience.

That’d be okay if it were particularly frugal, but it sadly isn’t. The HR-V is EPA-rated for 25 mpg in the city, 30 on the highway and 27 combined. That’s down one point across the board compared to the 2021 AWD HR-V. In my mixed testing I averaged 24.8 mpg, and other than a few quickly aborted acceleration tests I was not pushing hard.

Honda doesn’t yet offer a hybrid flavor of the Civic nor the HR-V, but I think such a system would do wonders both for efficiency and driving dynamics here. There’s what appears to be room for an entire second engine under the hood of the car, so while nothing’s been announced, hopefully Honda plans to do something with all that space.

Pricing and Options

All HR-Vs come with the Honda Sensing system, which includes adaptive cruise, lane-keep, automatic emergency braking, and traffic-jam assist. On the highway the HR-V does a great job of following the flow of traffic, keeping itself centered in the lane. When it’s time to change lanes, the HR-V won’t do it for you, but standard blind-spot monitoring will at least make sure the way is clear.

There really aren’t many options. The AWD EX-L HR-V you see here had a starting price of $28,950, with that Nordic Forest paint the only option at a bargain $395. Going for FWD would have saved $1,500, while the only other options would have been different wheels and things like floor-mats.

After a $1,245 destination charge, the final price for the car you see pictured here is $30,590.

The post 2023 Honda HR-V Review first appeared on Yanko Design.

2022 Tesla Model Y Review

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PROS:


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

  • Blinding acceleration

  • High levels of in-car tech

CONS:


  • Steering could generate more feedback

  • Firm ride for SUV

  • Nearly all operations must be done through the touchscreen

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

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

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

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

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

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

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

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

Model Y finally arrives in Europe and Japanese showrooms

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

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

The Y takes strong design hints from the 3

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

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

Spartan, minimalist interior is futuristic

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

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

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

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

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

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

The Driving Experience

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

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

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

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

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

Using regen braking with one pedal allows a complete stop

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

PRICING AND OPTIONS

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

CONCLUSION

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

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

The first 3 recipients of the Tesla Model Y in Japan

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

2023 BMW 8-Series 840i Coupe Review

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PROS:


  • Big power and bigger torque

  • Sharp styling hides massive proportions

  • Comfortable, effortless performance

CONS:


  • Performance comes at a cost

  • Token rear seats won’t fit much

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

I headed for the twistiest, bumpiest set of roads I could find and the 840i did not disappoint in any way. This big coupe was always so very smooth and planted.

Green over tan isn’t traditional coloring on a German sports car, but then the BMW 840i Coupe isn’t exactly your traditional sports car. Long, low, and mean, the 840i is a grand tourer with the focus on “grand” — grand dimensions, grand styling, and, with 335 horsepower on tap, grand power, too.

How does it shape up? Stand by to be impressed.

Grand Styling

The BMW 840i makes a striking first impression, especially in the shade of emerald green that you see here. BMW calls it San Remo Green Metallic, and it’s delightfully a no-cost option. Even if it did come with a financial premium, it’d be money well spent in my book for a hue that not only accentuates the big coupe’s big curves (especially those fenders), but also pairs so very nicely with the various black highlights on this, the xDrive with a pair of M Sport packages.

Those packages come with BMW’s Shadowline detailing, which blacks out a lot of what would otherwise be chrome, including the trim around the windows, headlights, and grille. Black and the green are a great combo, made a little more bright by the two-tone, polished, 20-inch wheels, a $1,300 option wrapped in Pirelli P-Zero tires.

Those wheels fill out the massive fenders and give the car a definite, purposeful look that’s a little bit lacking on the four-door Gran Coupe flavor of the 8 Series. It’s a subtle difference between the two flavors of the same car, but the more direct line from roof to rear spoiler on the Coupe is much cleaner to me, leading to a rear end that is thoroughly creased and perforated.

On the inside, the 840i follows the templates of many modern BMWs, a more traditional interior than the radical iX, but eminently comfortable and purposeful. Really, though, on this particular car it’s not the layout or the patterns used inside the two long, sweeping doors that stands out.

No, instead it’s the righteous two-tone interior that really opens peoples’ eyes and elicits the most comments. Never have I seen an interior that was so very polarizing. I must admit that my first reaction was to recoil (I am, in general, not a fan of two-tone anything), but within a few minutes of looking about I was quickly won over.

Dark, tan leather frames the cabin and the seats, with white inserts providing a stark contrast. Each seat almost looks like a baseball inside of a traditional leather glove. This is not for everyone, maybe not even for most, but at the end of my week with this car I’d grown to love it. I’m not sure I’d pay the extra $2,000 for it, though.

All that flash is capped off, literally, with a soft, sueded headliner in the same light cream color that looks and feels fantastic, arching overhead then cutting downward sharply over the rear seats — such as they are. There’s no sunroof here, which is a bonus in my book, as it’d just compromise headroom. And, with the light coloring here, everything looks plenty airy without.

There isn’t, however, room for much air in those rear seats. In fact there isn’t room for much of anything. I set the driver’s seat to where I wanted it, then hopped in the back and pulled the seatback upright. The driver’s seat then started to motor itself back into position, slowly but surely crushing my feet like the trash compactor in Star Wars Episode IV.

I confess I may have squealed a little bit as I yanked my feet upright, pulling them right out of my already-trapped shoes, which were summarily squashed beneath the unstoppable rearward progression of that seat. Suffice to say, manually move your seat all the way forward before slotting any passengers in the back.

Those passengers will need to be short. Not only was there no room for my feet but my head didn’t have a place to go, either. Sitting upright, my ear pressed firmly into that lovely, plush headliner running along the ceiling.

None of this should come as any surprise and I really don’t hold it against the Coupe. Those rear seats are token gestures more than anything. Their most important feature is that they easily fold down to make room for long bags. There is, however, no pass-through for skis or the like.

Grand touring

My first drives in the 840i Coupe were long stretches on open country roads and even more open highways. These were the sorts of things this car was designed for — clearly, though, BMW engineers had higher speed limits in mind than American roads provide.

The 3.0-liter, turbocharged inline-six here is a venerable thing, available in many a BMW model large and small. Here it performs admirably, doing 29 mpg on the highway when cruising, its digitally augmented acoustics offering a suitably low growl when accelerating, increasing in volume and pitch along with speed. The torque of the straight-six surges early and just keeps on pushing until you’ve reached the limit of your risk tolerance.

That of course means effortless passing in any situation, though if you’re in comfort mode you’ll likely need to grab for one of the wheel-mounted shift paddles as the shifting is understandably lazy. That’s perfectly fine, of course. That’s why those paddles are there.

Cruising along broken asphalt the big BMW offers commendable ride quality, but particularly harsh bumps do result in a bit of a crash of noise and vibration. Blame the 20-inch wheels and tires, which look so good I’m willing to forgive a bit of harshness here and there.

Generally, though, the BMW is calm, composed, and quiet. Only the hum of the exhaust intrudes at speed, reminding you that you’re piloting something special.

Grand sporting

Throw the BMW 840i into Sport Plus mode and, while it isn’t exactly the kind of Jeckyl vs. Hyde transformation some sports cars can manifest, things do become far more engaging. The Coupe’s character remains true, just a little more edgy.

Suspension in Sport mode firms and delivers far more feedback, while the transmission and engine both get far sharper. In Manual mode, the gearbox will hold any gear you like up to the rev limiter and shifts with brevity. A dual-clutch box this ain’t, but neither does it tarry in giving you the cog you want.

Steering, too, firms up in Sport Plus, but sadly feedback does not. Thankfully, BMW allows you to customize this mode to your heart’s content, meaning it took just a few seconds of fiddling with the iDrive to switch the steering feel back to Comfort, which I found far preferable.

I headed for the twistiest, bumpiest set of roads I could find and the 840i did not disappoint in any way. It never felt light on its feet — this is a 4,012-pound car, remember — but it was always so very smooth and planted.

Even when the asphalt got bad and the bumps got big, big enough to find the end of the effective range of the BMW’s suspension, things still felt competent and calm. The coupe never reacted harshly or unpredictably. It just motored on, whisking me with it.

It was only an unexpected spray of gravel at the apex of a fast, blind corner that finally caused the car to exhaust its seemingly endless supply of grip. Even this situation was handled with aplomb. The car slid about six inches, found grip again on the other side, and continued on its way. I didn’t even bother to make a steering correction.

Grand technology

While the contrasting leather interior won’t be for everyone, I found BMW’s Live Cockpit Pro system quite intuitive and easy to use. BMW’s infotainment experience just keeps evolving and getting more refined. Whether you prefer iDrive, touch screen, voice or even gestures, you can do it here. And, with both wireless Apple CarPlay and Android Auto, your phone can get in on the action, too.

The digital gauge cluster dynamically reconfigures based on whatever mode you’re in, while a heads-up display beams the important stuff on the glass. Heated seats, wheel, and even armrests were great on a chilly morning, while the Laserlight headlights did a fine job of making those days last a little bit longer.

Pricing and Options

The 2023 BMW 840i xDrive Coupe starts at $87,900. It’s reasonably well-equipped at that price but, as with most things BMW, there are lots of boxes you can tick from there should you have the means.

That two-tone interior, for example, is a $2,000 premium, while the Alcantara headliner is another $650. The basic Driving Assistance package, with active blind-spot detection and emergency braking with pedestrian detection, is a token $100, but if you want Traffic Jam Assistant for more help when stuck in gridlock, you’ll need to add the $1,700 Driving Assistance Pro package.

Those wheels are $1,300, $500 for ventilated seats, and a final $995 destination charge means the 840i you see pictured here has a total price of $96,595.

The post 2023 BMW 8-Series 840i Coupe Review first appeared on Yanko Design.

2022 Nissan Z Review

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PROS:


  • Stunning looks

  • Comfortable cabin

  • Oodles of power

CONS:


  • Relaxed handling will disappoint some

  • Automatic transmission is too sluggish

  • Some low-rent plastics

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

The new Z is a beautiful, fun, and practical sports car, the kind of thing that's just as good at making you smile on a Sunday-morning run as it is at a quiet cruise home from the airport.

Z isn’t just the last letter of the alphabet. It’s one of the most storied sports cars of all time, and this particular iteration of that entry in the alphabet has been a real long time coming. The Nissan 370Z was first introduced all the way back in 2008, a design that shared so much DNA with 2002’s 350Z that it wasn’t hard to mistake it for a mere facelift. Now, in 2022, we finally, finally have a full-on replacement.

Long-awaited, yes, but this new Z didn’t exactly land to universal acclaim. Back when it was first unveiled in 2020, the Internet had a decidedly cool reaction. I have to confess that when I saw the initial photos I wasn’t too hot on it myself. Even when I saw it on the auto show floor for the first time I was hardly moved. But, when I finally saw it in the real world, I can unequivocally say I fell in love.

Well, with the styling at least.

Old and new

When the car you see here showed up in my driveway, clad in Seiran Blue with black Rays wheels, looking long and low and clean, I couldn’t stop looking at it. On the show floor I think it looked a little too clinical and fussy, but out in the real world, among real objects and real light, it all came together in a huge way.

That color, that blue, was a big factor. It’s one of those hues that you feel like will pull you in if you stand too close, much like the Soul Red hero color on the current-gen MX-5. For those with an eye to other Nissan sports cars, Seiran Blue isn’t too far off of the iconic Bayside Blue that made the R34 GT-R look its best.

The shape of the new Z is an interesting blend of historical sources, too. It’s impossible to miss the original 240Z in the car’s silhouette, but the taillights and rest of the rear treatment are an undoubted nod to the fourth-generation Z, the 300ZX. Those two cars have vastly different shapes, yet somehow the mix here works.

The oval insets in the tails are echoed in the front grille, the part that most critics seemed to have the biggest issue with. I think it works, the two-tone insert keeping things from looking too tall, though I’m not sure I like how that cut-out continues down through the front diffuser. Overall, the combination of simple geometric shapes and creases work really well.

“Simple” is probably a good way to talk about the interior, too. Sitting down here felt in some ways like sitting down in a time machine set to 1992. From the chunky knobs and switches that move the seats to the generally harsh plastics, some aspects of this felt a bit dated. But, as a fan of early ’90s sports cars, I’ll go ahead and call it “familiar” instead.

The sueded leather seats are wonderfully comfortable and they look stellar in blue, but they’re lacking a bit in the kind of support you might want in more aggressive driving. Headroom is generous and I was thankful there’s no sunroof here to ruin the beautiful curve of the headliner.

That line continues down over the rear parcel shelf and, instead of token rear seats, you instead have an exposed chassis brace. I’m not sure how much this actually helps to stiffen the chassis (the actual strut towers are another six inches back or so), but it definitely looks cool and ensures your weekender luggage doesn’t wind up in your lap under hard braking.

Shift into D

Buckling in and adjusting the mirrors, I was left with a healthy view of those generous rear fenders flaring in the reflection. That alone was enough to get me ready for action, but dragging the puck-shaped shifter into D was something of a vibe-killer.

Yes, rather sadly the Z you see pictured here was configured with the nine-speed automatic. Nissan very kindly is also offering a six-speed manual and, in my opinion, that’s the one to choose. To be fair, the auto isn’t bad. If you’re not able or not interested in driving a car with three-pedals then don’t fear, it won’t kill the experience — but it does take some of the edge off.

I found the auto smooth and snappy when left to its own devices, but when I reached for the wheel-mounted shift paddles I was often left feeling flat. Yes, in M-mode the car gladly held a gear all the way up to redline, but requests for subsequent or previous gears were often met with a nagging delay. It’s little things like that which, for me at least, dampen the mood.

Regardless of trans choice, the Z gladly spun those rear tires up through the first couple of gears. 400 horsepower and 350 pound-feet of torque will do that. The 3.0-liter turbocharged V6 sounds as good as it performs, but I couldn’t help wondering how much of that is digitally augmented.

Driving the Z is an interesting experience because of how far back you’re sitting. The mechanical, rear limited-slip differential would be readily within reach were the floor not there, giving the car a delightful, old-school roadster feel. In that way it isn’t a hardcore race car, either, much more a sports car in the classic sense: it’s quick and engaging but never harsh and punishing. If that sounds a little soft to you, I’m sure the eventual NISMO edition will help scratch your itch.

This then is a car very well suited for long-distance getaways, at least from a comfort standpoint. And it has most of the tech you’d want to match. Active safety systems are comprehensive for a sports car, including adaptive cruise, automatic emergency braking with pedestrian detection, rear cross-traffic alert and auto headlights. The 9-inch touchscreen is cleanly integrated into the dash, but the interface is basic and the navigation experience crude. Thank goodness for both Android Auto and Apple CarPlay. The Bose sound system has a good punch but lacks finesse.

Overall, the Z is not a hardcore racer nor track toy. Instead it exists as a beautiful, fun, and practical sports car, the kind of thing that’s just as good at making you smile on a Sunday-morning run as it is on a quiet run home from the airport. It’s easy to be down on cars that try to play a couple different tunes like this, but for me this one sings such a compelling chord that I was genuinely sad to see it go.

Pricing and options

The car you see here started at $49,990. Options are respectably few, including $500 for illuminated kick plates, $1,295 for that lovely blue, and a further $400 for floor mats. Add a $1,025 destination charge and you have an as-configured price of $53,210. That’d get you a very nicely equipped Ford Mustang GT with 450 horsepower, but something tells me there won’t be a lot of cross-shopping there. Though fundamentally similar, these are two very different cars.

The post 2022 Nissan Z Review first appeared on Yanko Design.

Nothing phone (1) Review – Resurrection of the Android Flagship Killer

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PROS:


  • Great value for money

  • Perhaps the cleanest version of Android on a non-Google phone

  • Premium design with a smooth UI and surprisingly good camera

CONS:


  • Phone heats up significantly during use

  • Glass back is incredibly slippery and fingerprint-prone

  • Still not everything that Nothing promised.

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
SUSTAINABILITY / REPAIRABILITY
VALUE FOR MONEY

EDITOR'S QUOTE:

The phone is just remarkable for its price and fits wonderfully into the flagship killer category. The Glyph Interface feels like a compelling feature - but the lights there are entirely utilitarian. They weren't meant to be played with and enjoyed as an individual element... and that feels like somewhat of a let-down.

Pei made a promise to give us a phone that challenges the status quo by being fun and functional together. To a decent extent, the Nothing phone (1) fits that very description that Pei painted before us… but perhaps the most important thing about the Nothing phone (1) is its timing. At a time when the hype for OnePlus has absolutely died down (with ardent fans now turning against the brand), combined with the fact that Google doesn’t seem to care even a bit about getting people excited about their phones (the Pixel 4 and 5 were absolute marketing disasters), this empty period of nothingness seemed like a perfect time for a new contender to emerge. Almost through sheer coincidence, the brand was named Nothing.

Click Here to Visit the Nothing Website

About The Phone

Although we did cover the phone in great detail when it launched back in July, here’s a brief overview of what this phone is and what it hopes to achieve. When founder Carl Pei took to the stage in March of this year to talk about Nothing’s next product, he set a few things straight. Phones were becoming boring, operating systems becoming bloated, walled gardens were being created, and there was an empty space in the market – a space Nothing hoped to fill. The phone’s launch in July definitely felt like it did justice (to a certain degree) to Carl’s little March monologue. The Nothing phone (1) is easily the most interesting-looking phone I’ve seen in a while. It comes with a unique transparent back that comes to life thanks to a Glyph Interface – or a series of lights, that flicker when you get calls or notifications. The phone, very competitively priced, is incredibly premium for its price. It comes with a Snapdragon 778G+ processor, has an iPhone-mimicking exterior, supports wireless charging, and has a clean OS. Its few shortcomings aside (and I’ll get to them in a bit), the phone absolutely nails the brief, the price, and the timing.

The Design

Unboxing this smartphone is an experience, to say the least. The Nothing phone (1) oozes sex appeal with its slim design and aluminum frame. The bezels around the screen are just perfectly uniform (there’s no chin), which makes the phone (1) really feel top-notch. The screen’s marvelous too, thanks to that 120Hz refresh rate that makes using the phone a dream. There’s a deceptive lightness to the phone, which, when coupled with its thin form factor, makes the device feel magical in your hands. However, I do have two significant complaints.

In order to make the phone’s interiors visible, the rear uses a glossy glass panel which is A. incredibly slippery, and B. an absolute fingerprint magnet. Customers who buy the white variant won’t have a problem with the latter, but at least on the black model, the back is incredibly prone to smudges, dust, and prints. This isn’t so much of a problem in the grander scheme of things… at least as much as the fact that this phone is just ridiculously slippery. It will almost certainly slide off surfaces that aren’t perfectly horizontal (don’t even THINK of putting it on your car dashboard), and I couldn’t even seem to keep the phone on my lap without having it just glide right off. It holds fairly well in your hands, but does rather poorly on other surfaces that offer less friction like tabletops, countertops, and more notably, car dashboards. The solution is simple – slap a case on the back. However, given the phone (1)’s unique back, that seems like a shame.

The Glyph Interface

This unique back is quite literally what everyone is most likely to talk about. If you kept an iPhone, a OnePlus, a Pixel, and a Nothing phone (1) face down on a table, 9 times out of 10, people will pick up the Nothing phone (1) to get a better look. The phone’s back manages to look interesting even when static (which is a massive achievement), but things only get better when that Glyph Interface comes to life.

The Glyph Interface was designed to be a communicative feature that could alert you during calls and notifications. The lights flash and dance to your ringtones, giving the phone a flair that other smartphones only dream of. It’s easily the most publicly enjoyable part of the phone and I honestly wish Nothing’s design team did a little more with it. Here’s what I mean.

The lights on the Glyph Interface can be activated in one of three ways – when you get a call/notification, through the camera app that allows you to use the Glyph Interface as a makeshift flash, and finally while charging when the light shows a progress bar. It seems like there’s no other way to tinker or interact with the lights, which really was one major let-down for me. The most fun part of your phone wasn’t designed to be played around with. You can’t activate the lights on the back as a torch (the torch feature only switches the camera flash on), and it seems like Nothing really missed out on a bunch of opportunities. There’s a test feature that lets you sync the lights to music, but with most people listening to music on AirPods with their phone in the pocket, I doubt this would end up being used as much. There should easily be a slew of games based on the Glyph Interface like spinning the dice, rock paper scissor, etc., but that isn’t the case as of now. This setback, however, isn’t necessarily a permanent one. Future updates could easily introduce new features to the phone (1)’s Glyph Interface, although future predictions don’t hold much weight in a present-day review.

The Operating System

Perhaps one of the MOST impressive bits about the phone is its interface. As an ardent Google fan and Android enthusiast, the Nothing OS struck me as the cleanest, most beautiful version of Android I’ve ever seen on a modern phone. Outdoing perhaps even Google itself, the Nothing OS is crystal clean, incredibly responsive, and comes with absolutely NO bloatware. None, whatsoever. The only apps that come with the phone are Google’s app suite, YouTube + YouTube Music, and the basic apps you’d expect from your dialer and message apps to your camera and recorder apps.

Pei spoke at length about the latter during his summer reveal of the phone’s OS. There’s an analog beauty to the recorder app, and the camera app is intuitive and responsive. Speaking of responsive, the phone’s in-screen fingerprint reader is buttery smooth, unlocking the phone before you can even think about what you want to do next.

The OS also ditches the signature 3-button Android interface for a bar that feels heavily inspired by the iPhone. At times I did miss the back button, but the bar is something you’ll easily get used to… and if you’re an iOS convert, it’s something you’ll find very familiar. Notably missing in the OS, however, is Pei’s vision of an expansive ecosystem. Pei fired shots against Apple for their walled garden and claimed that the Nothing OS wouldn’t be as restrictive. Promises were made of an open ecosystem with integrations for all sorts of products, but that feels like something that won’t happen overnight. Here’s hoping.

The Camera

I’ll keep this part short and sweet. The camera is GREAT… for its price. Don’t expect the phone (1) to dethrone an iPhone Pro or a Pixel 6, but apples to apples, you can expect that the phone (1) will put up a really good fight. The phone’s capable of recording 4K video and shooting with a 50-megapixel output in RAW format. The videos aren’t exceptional – the phone’s image stabilization system feels great in the viewfinder, but the videos still feel slightly choppy. The photos, however, are surprisingly good. The ultrawide camera takes great landscape shots (although there’s a slight white balance shift as you switch between cameras), the portrait/pano/expert modes work pretty well, and I was pleasantly surprised by the macro mode (although there’s a fair amount of computational distortion + blur happening around the edges). The front-facing camera does a stellar job too, with the portrait mode being just about as good as it can get. With just two lenses on the back, the phone (1) manages to take on the 3 and 4-lensed flagships.

Shot on the Nothing phone (1)

Shot on the Nothing phone (1)

The Performance + Battery

The one significant hardware setback I had with this phone was its tendency to rapidly heat up. The phone comes with an aluminum frame and a glass back, both of which heat up quite significantly (sometimes even while charging). While the phone’s designed to do some heavy lifting, it does heat up a bit (especially right behind the hole-punch camera on the front) – enough to make you feel a little uncomfortable. Keeping the camera app open for 5-6 minutes (or even running a heavy game) can cause the phone’s top edge to get warm and even hot sometimes. This problem could be limited to just my handset, although it’s certainly the first thing I noticed about the phone as I put it to charge for the first time.

Speaking of charge, a 4500 mAh battery on the inside does a decent job of getting you through the day. Moderate usage will comfortably get you through the day with just one charge, although if you’re relying on many apps, using heavy programs, and just keeping your phone running for hours, you may need to bust out your charger for a bit. That being said, it’s worth reminding you that the Nothing phone (1) doesn’t come with a charger inside the box.

The Price

While it’s important to judge a phone objectively, its price says a lot about its intent and overall quality both intentionally and unintentionally. With the Nothing phone (1), the intent to disrupt the current status quo is extremely evident. When presented to people without context, nobody would ever guess that this phone is in the sub $500 category. It’s an extremely compelling alternative to phones almost double its price, as far as aesthetics, branding, and vision go… however, the fact that the phone is priced at roughly $499 makes me be a little more critical of its capabilities and flaws. That being said, the $499 price tag is probably the best thing about the Nothing phone (1). I can confidently say that it’s probably the best phone you can buy for that price, and while I don’t see it dethroning the flagship iPhone any time soon, you can expect that it’ll cause a major dent in the Android market, stealing customers from OnePlus, Nord, Poco, and even Google. Who knows, even potential iPhone SE buyers could switch over to the Nothing brand.

The Verdict

For a new company just trying to make its mark in the pretty vast sea of smartphones, Nothing does a phenomenal job. I do tend to take shots at the company for how much they hype stuff up, but given how young they are and how far ahead their competitors have gotten, it seems like a winning strategy. After all, they did a much better job marketing their product and generating interest than Google ever did for the Pixel phones.

My verdict hinges heavily on the phone’s impressions and its price. For starters, even though Carl paints a vision of Nothing offering an alternative to Apple’s walled garden, don’t quite expect the phone (1) to be an iPhone replacement. The phone (1) is still a first attempt, and has a long way to go if it needs to overtake Apple’s 15-year headstart in the smartphone market. Carl’s entire vision of an open ecosystem seems like something that’s still a work in progress, so it’s important to take note of what you’re getting NOW rather than what’s being promised a year or two later.

What you’re getting NOW is a pretty slick-looking phone that’s full of surprises and doesn’t break the bank. The phone (1)’s UI is super minimal and buttery smooth (thanks to that 120Hz display) and stands out clearly against the bloated phones from OnePlus, Xiaomi, Oppo, etc… but its heating issues stood out within the first hour of using the phone. It seems like something maybe an update could fix, but whether that would mean throttling the performance is something I can only speculate.

However, what keeps bringing me back to this phone is its price. It costs 60% of what I paid for my OnePlus 8 Pro two years back but feels just as incredible (if not better). At that price point, you’re more likely to be impressed with a Nothing phone than you are with some other mid-tier Android device. For a first smartphone release from a nascent brand, Nothing definitely deserves to pat itself on the back. I can’t wait to see where the brand goes from here.

Click Here to Visit the Nothing Website

The post Nothing phone (1) Review – Resurrection of the Android Flagship Killer first appeared on Yanko Design.

Toyota bZ4X electric crossover review

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PROS:


  • Rewarding cornering and smooth ride quality

  • Stylish interior

  • Good connectivity features

CONS:


  • Real-world range is lower than expected

  • No one-pedal drive mode

  • Difficult to find natural feeling seat setting

RATINGS:

AESTHETICS
ERGONOMICS
PERFORMANCE
VALUE FOR MONEY

EDITOR'S QUOTE:

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

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

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

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

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

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

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

Getting back to the story—

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

Getting to the heart of the bZ4X

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

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

Exterior features nice touches like the ‘hammerhead’

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

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

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

Cabin tech and material levels good but driving position questionable

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

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

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

Behind the wheel

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

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

Lack of full one-pedal driving

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

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

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

Prices and Options

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

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

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

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.

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