Thursday, 09 December 2021 04:26

2022 Mercedes-AMG E 63 S Review On Autobahn

One of the perks of living in Germany is having the option to head out and maximize your car without worrying about getting a speeding ticket. That’s because of the world-famous Autobahn, which has sections that don’t have a speed limit.

This is especially true if you’re driving a German car that isn’t afraid to stretch its legs. Case in point: the Mercedes-AMG E63 S, which received a major facelift last year. Now carrying a design that’s more in-line with the rest of the current AMG products, the E63 S is more than just a fast-looking vehicle – it’s actually quick and fast as seen on a video uploaded by YouTube’s AutoTopNL.

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The video above is actually a review done by the YouTuber. However, part of the channel’s routine is to test cars and their top speeds on the Autobahn, which happened around the 11-minute mark on the video review.

Towards the end of the video, you should catch the AMG E63 S reaching speeds of 186 miles per hour (300 kilometers per hour). What’s impressive was how the Merc was able to reach that speed easily; the presenter was hosting calmly and nonchalantly despite the high velocity. It’s like the car was born to conquer this section of the Autobahn. Although at this point, we’re not sure which one’s more impressive: the host or the car.

We also noticed the discipline among drivers on the high-speed thoroughfare. Despite only having two lanes, the fast lane was well respected by the drivers and slower vehicles tend to automatically move to the right whenever they notice a fast vehicle behind them.

Going back to the Merc, there won’t be a next-generation AMG V8, though the current one might stick around for a while. It’s not a secret that the German marque has ditched the development of V8 engines in favor of electrification and better emissions.

https://mercedes-world.com/e-class/mercedes-amg-e-63-s-review

Published in Mercedes

Wednesday, 08 December 2021 04:43

Lexus UX Electric SUV review

All-electric power has been a long time coming for Lexus

PROS

Very comfortable and incredibly refined
Good performance from electric motor
Top-quality build and long warranty

CONS

Practicality concerns
Range isn’t especially long
Poor infotainment

Is the Lexus UX 300e any good?

Lexus was a pioneer brand when it came to hybrid cars but it’s really dragged its feet when it comes to full electrification. The UX 300e is its first ever electric car, and it’s not a purpose-built model – it’s the UX SUV converted to electric power.

We’ve reviewed the standard UX in depth and even lived with one for six months, so this review will concentrate on the differences between the regular hybrid car and the 300e electric.

Lexus sees the UX 300e as a rival to other premium-branded electric cars such as the Tesla Model 3, Volvo XC40 Recharge, or the Audi Q4 e-Tron. The on-paper stats aren’t particularly impressive though, as it costs more to buy than entry-level examples of the Tesla or Audi but offers less performance and a poorer range.

So why would you buy a Lexus UX 300e instead of those cars?

What’s it like inside?

It’s a mixed bag inside the UX 300e as it is with the standard UX. There are some really good things but others feel below par.

We’ll start with the good. Material quality is top-notch and so is build – this is a Lexus hallmark and quite honestly, we’d expect no less. The UX 300e is free of any squeaks or rattles inside, and combined with excellent soundproofing it’s incredibly refined. That’s good, as often the lack of engine noise (an electric car doesn’t have an engine, after all) can sometimes highlight refinement issues in other cars.

Seat comfort is another highlight. The UX has front seats that are supportive and very comfortable, with plenty of adjustment. Rear passengers aren’t so well-catered for – the seats are comfortable, but they sit high with the battery underneath them and there’s no space to slide your feet under the front seat either.

Other aspects of the interior aren’t very practical either. The boot is incredibly shallow, and even a regular bag of shopping is too tall to comfortably sit under the parcel shelf. Curiously, it is actually larger than on the hybrid UX, but not much larger.

The infotainment is also a real sticking point. It’s not controlled via a touchscreen like all of its rivals – instead, you have to move a mouse pointer around the screen with a touchpad on the centre console. The interface is ugly and dated, and interacting with it in this way is a real pain.

Thankfully, Apple CarPlay and Android Auto do come standard, though it’s rather mean that the standard car only gets a 7.0-inch display – if you want the larger 10.3-inch display with built-in navigation you need a pricey options pack.

What’s it like to drive?

The UX 300e uses a 204hp electric motor paired to a 54kWh battery that sits beneath the floor and rear seats. It drives the front wheels, and gives the car a 0-62mph sprint of 7.5 seconds and a top speed of 100mph.

That’s not very quick when you consider the cheaper Tesla Model 3 will do the same sprint in less than six seconds, but the UX doesn’t feel slow on the road. Put your foot flat to the floor and the front wheels will lose traction, and there’s more than enough grunt to zip through traffic or to easily join a motorway.

The steering is accurate, but the controls are all quite remote and lack any real feedback – even in ‘Sport’ mode this doesn’t feel like a car for a keen driver.

What it does do very well is comfort. The UX rides very well for a small electric car, ironing out road imperfections that much larger cars struggle with. It’s also very refined, with zero engine noise and an absolute minimum of wind and road noise.

Range and charging

The UX claims a range of 196 miles. When we climbed into it we were presented with a calculated range figure of 170 miles.

That number’s rather disappointing when you put it against this car’s rivals. The equivalent Tesla Model 3 claims a 305-mile range – that’s up to 316 miles for the Audi Q4 e-Tron 40.

While the UX certainly has a usable range for many people, it’s behind the pace for a premium EV. It relegates the UX 300e to second-car duties in most cases, rather than being an outright replacement for a petrol or diesel car like some of its rivals can be.

The smaller battery does mean charging at home is reasonably fast – a 7kW wallbox should top the battery up from empty to completely full in around eight hours.

However, when you’re out and about your options for fast charging are more limited. Lexus has fitted the UX 300e with a type of socket known as CHAdeMO, which is rather old-fashioned – the standard going forwards is for a Type 2 or CCS charger.

CHAdeMO connectors aren’t always included on the latest charging stations, and limit the UX to a maximum 50kWh charge rate – meaning a 0-80% charge will take around 53 minutes. That’s slow compared to rivals that can charge at close to 100kW. For goodness sake, even the MG 5 EV – one of the cheapest electric cars on sale today – has a max range of 250 miles, and a max charge speed of 78kW. Poor effort from Lexus.

What models and trims are available?

The UX is available as a base model or with two ‘packs’ – these function like trim levels.

All cars come with 17-inch aerodynamic alloy wheels, a 7.0-inch infotainment screen, a reversing camera, all-round parking sensors, LED lights and electrically adjustable seats.

Step up to the Premium Plus pack and you’ll enjoy keyless entry, leather upholstery, heated and ventilated front seats plus a heated steering wheel, and a wireless smartphone charging pad. This is definitely a box worth ticking.

Top-spec cars with the Takumi pack get the larger 10.3-inch infotainment screen with navigation, a head-up display, a sunroof, all-round parking cameras, an upgraded sound system, and some extra safety kit including blind-spot monitors and rear cross traffic alert.

Lexus UX Electric SUV verdict

Should you buy a Lexus UX 300e?

If you value refinement, comfort and ease of ownership over all else in your electric car, then yes. The UX Electric amplifies many of the best traits of the Lexus brand.

However, it's difficult to recommend because the competition is so much more advanced. The Tesla Model 3 and Audi Q4 e-Tron both offer superior range, performance, space and technology to the UX 300e - for about the same price.

Other niggles include an impractical boot and an infotainment system that'll drive you mad. The UX relies on an old type of charger that's close to being phased out, and even at max power won't charge anywhere near as quickly as its rivals. That makes it less practical for long journeys.

If you're already a Lexus kind of person and you need a second car, we can see how the UX 300e would appeal - but it's not a car we can advocate.

(https://www.parkers.co.uk/lexus/ux-electric/suv/review/)

Published in Lexus

Tuesday, 07 December 2021 09:15

Tested: 2021 Kia Sorento Is Compelling in Hybrid Form

The front-wheel-drive hybrid version of Kia's redesigned Sorento mid-size three-row crossover packs a solid 227 horsepower and a 37-mpg EPA combined estimate.

The new 2021 Kia Sorento hybrid doesn't make a big deal of itself, despite being the first electrically assisted version of Kia's mid-size crossover. It's got a 1.6-liter turbocharged four-cylinder mated to a six-speed automatic transmission, and it drives like you'd expect—except that the little four feels like it has about 25 percent more displacement than it actually does. In fact, the Sorento hybrid's combined output—227 horsepower and 258 pound-feet of torque—nearly matches that of the 2020 Volkswagen GTI. Like a GTI, the front-wheel-drive Sorento torments its front tires with torque. Unlike the compact GTI, though, it has three rows of seats and an EPA combined estimate of 37 mpg. Thus concludes our references to the Volkswagen GTI, but we hope the comparisons helped you subliminally internalize the idea that the Sorento hybrid is actually kind of fun.

HIGHS: More power than the nonhybrid base version, 11-mpg fuel-economy gain, modest price premium.

To get the Sorento hybrid's 227 horses out of a 1.6-liter turbo four, you'd generally have to boost the bejesus out of it. Kia didn't do that. But it did pair the engine with a sizable electric motor and a 1.5-kWh lithium battery that enables some neat tricks. Such as producing an abundance of torque off the line and sailing along at highway speeds with the engine off. And, yes, achieving solid fuel-economy ratings of 39 mpg in the city and 35 on the highway. Our 75-mph highway fuel economy test returned 42 mpg, 13 percent better than the EPA’s estimate, and unleashes the potential for a whopping 740 miles of range from its 17.7-gallon fuel tank.

Kia's highly specific spec sheet lists the 1.6-liter as making 177.2 horsepower and 195.4 pound-feet of torque from 1500 to 4500 rpm. The electric motor generates a claimed 60.1 horses and 194.7 pound-feet from zero up to 1600 revs. Notice that those two torque figures are almost the same and happen at low revs, which helps explain why the hybrid's low-end grunt feels diesel-like in strength. It's simply a smooth, prodigious shove that's out of proportion to the gas engine's displacement. The duo combines to send the Sorento to 60 mph in 7.2 seconds and through the quarter-mile in 15.6 seconds at 92 mph. The powertrain's responsiveness is reflected in the Sorento's 5-to-60-mph time of 7.9 seconds—the power is there, real-world ready when you need it.

The 1.6 does sometimes lug at low rpm, particularly when climbing grades, as the transmission holds a tall gear and leans on the electric motor for help. But that's a common hybrid trait. As dealership sales reps like to say: They all do that. And as we often say: At least it's not a CVT (continuously variable automatic transmission). Should you desire a lower gear from the Sorento hybrid's conventional automatic, there are paddle shifters on the back of the steering wheel. We doubt too many Sorento hybrid drivers will be grabbing downshifts on their way into a max-attack run at their favorite off-ramp, but in that unlikely scenario, the Sorento hybrid can generate a respectable 0.81 g of lateral acceleration.

LOWS: Front-wheel drive only, some torque steer, reduced towing capacity.

The Sorento hybrid offers no dedicated electric-only mode, but nonetheless it relies on electric power surprisingly often and at high speeds. Light on the throttle, downhill, you'll see the green EV indicator light come on at 80 mph. While its relatively tiny battery means you won't ever go far on electricity alone, this Sorento is good at seamlessly juggling its propulsion options without calling attention to the machinations happening beyond the firewall.

Priced at $34,765 to start for the base S trim, the hybrid costs $1700 more than a nonhybrid Sorento S, which employs a 191-hp naturally aspirated 2.5-liter four-cylinder and an eight-speed automatic. That model is only rated at 26 mpg combined, and the EPA figures that over five years, the hybrid will save you $2500 in fuel compared to the average new vehicle. Your mileage may vary, of course, but you'll notice that those estimated savings neatly erase the hybrid's price premium. It looks as if a half-decade is your financial break-even point, if that's a motivating factor. But the hybrid also is the significantly more powerful option, and that's a worthy upgrade on its own. It won't outpace a Sorento with the optional 281-hp 2.5-liter turbo four that we've already tested, but giving up 0.9 second to 60 mph seems like a pretty fair trade to earn an additional 11 mpg on the EPA combined cycle. The hybrid S also costs $1400 less than the least expensive 2.5-liter turbo model, the front-wheel-drive EX.

For 2022. the Sorento hybrid will also be offered with all-wheel drive starting at $36,965. Or consider the $46,165 Sorento plug-in hybrid's EPA-rated 32-mile range of electric driving with a combined 261 horses. The hybrid shouldn't be your pick if you expect to tow much with it, as its 2000-pound tow rating lags behind the nonhybrid models' 3500-pound max. But if hauling a load isn't an issue, you may as well spring for the hybrid over the standard Sorento. Think of it as a five-year investment in free horsepower.

(https://www.caranddriver.com/photos/g35084892/2021-kia-sorento-hybrid-drive-gallery/)

Published in KIA

Thursday, 02 December 2021 05:34

2022 Porsche Taycan GTS Looks Fierce, Has Performance to Match

The GTS lives in the Goldilocks zone where driver-focused handling meets prodigious power.

It would be an understatement to say that the Porsche Taycan has been a raging success. In just two years, this svelte four-door electric sport sedan has already begun to outsell the vaunted Porsche 911, the iconic heart and soul of the brand. It has also proven wildly successful even when compared to Tesla, the established EV juggernaut. Through the first three quarters of 2021, Taycan sales far outstripped those of the Model S and Model X combined. Porsche is keeping up the pressure by introducing the new-for-'22 Taycan GTS, a stunning driver-focused variant that neatly slots into a price and performance gap in the Taycan lineup.

Until now, the step up from the dual-motor all-wheel-drive Taycan 4S to the Turbo has been a humongous one. The price gap is nearly $42,000 after you equip the 4S with the 83.7-kWh Performance Battery Plus option that's standard on the Turbo, but your big-battery 4S will still give up 108 horsepower and 147 pound-feet of torque to the Turbo's 670 horsepower and 626 pound-feet of maximum output. This leaves a lot of white space for the Taycan GTS, which slots in about midway between the two in price while delivering a stout 590 horsepower and a Turbo-matching 626 pound-feet. Range figures are not yet available, but Porsche hinted that the GTS could better the 227-mile range of the 2021 4S. But the best part may be what happens—or doesn't—when jawing with folks at your local Cars & Coffee. No one is going to be needling you about the word Turbo on the ass end of your electric Porsche.

VIEW PHOTOS

Besides, there will be far more interesting things than badges to discuss when your GTS is parked, simply because it looks far more purposeful and menacing than any of its siblings. This begins up front with a blacked-out SportDesign chin spoiler and enlarged air-curtain ducts below the black-background headlight buckets. Along the sides, there are blacked-out side-glass surround moldings and deeper SportDesign side skirts with gloss-black inserts replacing body color. The rear diffuser is likewise accented with gloss black instead of body color, and the word Porsche in the translucent taillight band is accented in black. The GTS rolls on satin-black wheels with sizable red calipers peeking through—20-inch Turbo S Aero Design wheels in standard trim or our sample car's racier 21-inch forged RS Spyder design wheels with massive 265/35R-21 front and 305/30R-21 rear tires. And yes, there's a Taycan GTS badge on the tail, also in black.

The blacked-out theme continues inside, where you'll find a GTS interior dominated by black Race-Tex, Porsche's faux-suede material. It's the primary treatment on the standard 18-way adaptive sport seats, the headliner, roof pillars, and sun visors. It covers the horizontal design axis below the dash top and the central spine that divides the cockpit. It's also the grippy wrapping material on the multifunction GT sport steering wheel, which is equipped with a prominent driving mode dial because the Sport Chrono package comes standard on the GTS. The cabin also features red stitching throughout, and dark-finish brushed-aluminum trim—unless you opt for matte-black carbon fiber, as in our car. As an option, there's a panoramic sunroof with a new Variable Light Control system, an embedded array of nine massive car-spanning LCD segments that can be manipulated using a touchscreen interface.

We've driven many flavors of the Taycan, and they've always impressed. But the GTS takes it to another level, with an intentionally more driver-focused setup that delivers the kind of fierce capability that's implied by its no-nonsense looks. The same adaptive air suspension and Porsche Active Suspension Management (PASM) systems are present, but they've been thoroughly recalibrated with the aim of creating a more neutral cornering attitude and better turn-in response. The tweaks extend to the standard Torque Vectoring Plus and Power Steering Plus systems, as well as the optional rear-steer system and PDCC adaptive anti-roll bars. The engineering team has absolutely succeeded, as the front end feels far more responsive when pushed hard in tight bends. The buildup of steering effort in all types of corners is especially authentic because the electric power-steering system utilizes a unique feedback loop that considers the road forces pushing in from the tie-rod ends and tweaks the level of assist according to the GTS playbook.

A good deal of our driving occurred on the Big Willow track at Willow Springs, and here the Taycan GTS proved to be a potent track car with predictable and approachable limits. This venerable track needs repaving, but the cracked surface only served to show how tenacious, unruffled, and downright smooth the GTS can be when pushed hard on a less-than-perfect surface. We nudged the limits of the stability-control system on a tight right-hander that crests a hill, but a one-second press of the Traction Management button toggled the system to Sport mode and expanded the intervention limits enough to get through the same section with our foot hard on the accelerator the next time around.

Afterwards, we were fully able to review and break down the game film via the Porsche Track Precision app for Apple CarPlay or Android Auto. Controlled via the main touchscreen, these apps integrate data streaming from the car's onboard systems with a smartphone camera or Bluetooth-connected GoPro to produce detailed driving traces that are fully synchronized with video. The Taycan GTS represents the first integration of this app in a Porsche four-door, and it can absolutely produce performance worthy of this level of track-day nerdery.

Once again, Porsche has proven that the GTS trim level is the one that driving enthusiasts should slaver over. The 2022 Porsche Taycan GTS does not have as much ultimate horsepower or straight-line punch as the Turbo and Turbo S, but it's no slouch, and you can absolutely wring it out when the road turns twisty. It starts at $132,750, but as with any Porsche, you can inflate that quite a bit with options. Our sample car was priced at $180,070. Deliveries are set to begin in early 2022, but the order books are open now. If you have the means, we suggest you get cracking, because Taycans of all stripes are in increasingly high demand. The Taycan GTS will only add more fuel to the fire.

(https://www.caranddriver.com/reviews/a38381614/2022-porsche-taycan-gts-drive/)

Published in Porsche

Tuesday, 30 November 2021 04:33

2022 Hyundai Kona Review: A Cute-Ute Formula That Makes Sense

The verdict: The 2022 Hyundai Kona’s tidy dimensions make it city-friendly, while available all-wheel drive and decent cargo space make it a true SUV.

Versus the competition: The Kona’s engaging road manners make it more fun to drive than many in this class, but a tight backseat and small cargo area make it one of the smallest you can buy.

The 2022 Hyundai Kona was updated with more dramatic exterior styling, additional rear legroom, and an updated multimedia system with larger screens. Hyundai has also added a sport-inspired N Line trim with more aggressive styling that uses the Kona’s upgraded turbocharged engine.

The Kona competes in the ever-growing subcompact SUV class against the likes of the Honda HR-V, Kia Seltos and Subaru Crosstrek.

The Kona has a comfortable ride for a vehicle with such a short wheelbase. The ride is on the firm side, but it lacks the choppiness that can sometimes impact a tiny SUV’s ride quality. Bumps are decently absorbed and excessive body motions kept in check. Overall, it has a taut, controlled feel and a tight turning radius that helps with maneuverability. It’s engaging to drive but not overly sporty, though popping it into Sport mode helps.

The N Line trim also uses this engine, while a forthcoming performance-oriented Kona N will use a turbo 2.0-liter four-cylinder good for 276 hp, paired with an eight-speed dual-clutch automatic transmission. In the Limited, the 1.6-liter works with a revised version of 2021’s seven-speed dual-clutch automatic. That pair is an upgrade from the base powertrain, a 147-hp, 2.0-liter four-cylinder mated to a new continuously variable automatic transmission.

The powertrain in the Limited sometimes felt a little Jekyll and Hyde: composed one minute and moody the next. It pounced from a stop, and the quick-shifting — though abrupt — transmission kept things rolling nicely. At a stop, however, the engine felt and sounded rough, with a pronounced idle shudder that gave off an unrefined vibe. Against the competition, however, the Kona smokes the loud, slow Crosstrek (with its base engine) and the HR-V.

It does well when it comes to fuel economy, too. The Kona is rated 30/35/32 mpg city/highway/combined in base front-wheel-drive trim with the standard engine. The turbo 1.6-liter I tested has similar ratings with FWD, at 29/35/32 mpg; AWD brings it down a smidge to 27/32/29 mpg. Those numbers were achievable in real-world testing: I averaged 33 mpg during a 310-mile trip that included mostly highway driving.

The Kia Seltos, which is the Kona’s sibling, has the same powertrains and is rated similarly: 29/35/31 mpg in base FWD trim with the standard engine. The turbo 1.6-liter is available with AWD only and is rated lower, at 25/30/27 mpg. The Subaru Crosstrek’s base engine is also rated lower, at a weak 22/29/25 mpg with standard AWD and a standard manual transmission; opting for the CVT brings it up to 28/33/30 mpg. The Crosstrek’s larger engine is rated 27/34/29 mpg. Lastly, the Honda HR-V is rated 28/34/30 mpg in its base FWD trim.

Hyundai also offers an EV version of the Kona, but there’s a catch: The model, which uses a 201-hp electric motor and has a listed range of 258 miles, is only sold in the 12 states that require increasing sales of zero-emissions vehicles. Of the competitors listed here, it’s the only one with an electric-only variant available anywhere, though the Crosstrek is available as a plug-in hybrid.

Clean Controls, Dull Design

The cabin lacks any sense of style or design, with a black-on-black-on-black theme that just drags on. The highlight of the cabin is Hyundai’s refreshingly simple multimedia and control system, which the Kona thankfully still uses (other newer Hyundai models, such as the Tucson, have largely ditched it for a more complicated, touch-sensitive control system that has drawn our ire). For 2022, the previously standard 7-inch and optional 8-inch touchscreens have been replaced by 8- and 10.25-inch units. Both still have Apple CarPlay and Android Auto, but the 8-inch unit adds wireless smartphone integration. As in the new Elantra, however, the 10.25-inch display reverts to wired smartphone connections.

I tested the larger screen, which sits high on the dash for good visibility and an easy reach; its large tuning and volume knobs are also handy. The system is easy to use thanks to a straightforward menu structure and a few extra touches, such as a helpful search function. This feature allows you to quickly access settings you’d like to adjust without hunting through menus.

One hiccup, and it’s one I’m used to, is the execution of Android Auto. Apple CarPlay uses the full width of the Kona’s widescreen, but Kona drivers with Android phones (like me!) have to settle for much less. The Android Auto interface displays in a much smaller section of the screen, with a black box taking up the rest of the space to its right.

There’s a setting to enable “split-screen” functionality, but it only displays minimally helpful info, including a compass, time and weather. I hoped it would show something Android Auto-related — like if the map were on the main screen, my audio choice could be on the little extra screen — but this isn’t the case.

Space Constraints

Even with additional rear legroom for 2022, the Kona is still on the smaller side of this class, and it shows when you get inside. With 35.2 inches of rear legroom, it trails the Seltos, HR-V and Crosstrek; the Kona also has a smidge less rear headroom than those competitors.

The backseat is tiny, but that little bit of extra room did help the 2022 Kona do better with car seat accommodation than older versions of the subcompact SUV, though it still didn’t secure top scores in our Car Seat Check.

In terms of cargo space, it again sits at the bottom of the pack. By Cars.com’s measurements, the Kona has 10.89 cubic feet of space, below the Subaru Crosstrek’s 13 cubic feet and well below the Kia Seltos’ 16.3 cubic feet. It’s not all bad, though: The cargo area is nice and tall, and it has a handy little underfloor storage area to contain smaller things. The front seat also has a decent amount of small-item storage space.

Safety and Value

The 2022 Hyundai Kona starts at $22,375, and AWD adds $1,500 (prices include destination). It’s roughly the same price as a Honda HR-V and about $1,000 less than a base Kia Seltos or Subaru Crosstrek, both of which come with AWD standard; the Crosstrek’s base model does, however, use a manual transmission.

The Kona I drove was a Limited AWD trim that cost $31,330. The only extra was a floormat package that cost $155.

The Kona’s price is appealing — and so is its safety features list, which has grown for 2022. The standard automatic emergency braking system with pedestrian detection adds optional cyclist detection for 2022. Hyundai’s lane-centering steering system, called Lane Following Assist, is also standard for ’22, along with a driver attention monitor and a rear occupant reminder system that alerts you to check the backseat after you’ve parked.

Available features include adaptive cruise control (now with stop-and-go functionality), as well as upgraded blind spot warning and rear cross-traffic alert systems that gain braking intervention if they sense danger when you try to change lanes or back up, respectively.

As this crowded class continues to add models, shoppers are faced with an ever-growing list of choices, but if you’re looking for a small, affordable and fun SUV, the Kona stands out.

(https://www.cars.com/articles/2022-hyundai-kona-review-a-cute-ute-formula-that-makes-sense-442477/)

Published in Hyundai

Monday, 29 November 2021 06:37

FORD FOCUS ST REVIEW

Agile hot hatch combines performance and practicality

PROS

Entertaining to drive
Spacious rear seats
Plenty of standard equipment

CONS

Rivals are faster...
...and cheaper
Interior quality a disappointment

Is the Ford Focus ST any good?

If you’re talking hot hatches, you’ll probably soon start discussing products with a blue oval on their nose. That’s because the Ford Focus ST is the latest in a long line of pumped-up hatches from the brand and one of the most potent. Opt for the 2.3-litre turbocharged petrol engine and you get 280hp and a 0-62mph time of less than 6.0 seconds.

It’s not quite as fast as some rivals, but it’s certainly more practical with oodles of rear seat space, a perfectly usable boot and five doors. If you want even more practicality there’s a versatile estate version and even a diesel for those with an eye on fuel economy.

The regular line-up was joined by an even more focused Edition version late in 2021. This runout model ahead of a major facelift in 2022 gains lighter alloy wheels, uprated suspension and a distinctive shade of blue paint to differentiate it from lesser versions.

The ST doesn’t have an easy time of things, though. It faces stiff competition from the Renaultsport Megane, Volkswagen Golf GTI, BMW 128ti and our current favourite, the Toyota GR Yaris.

2021 Ford Focus ST seats

What’s it like inside?

The scene is set by a pair of part-leather clad Recaro sports seats with six-way power adjustment and a heated ST-specific steering wheel wrapped in perforated leather. The seats hold you tightly in place around corners yet provide good comfort as well, while the heating elements are almost too effective on their hottest setting.

A part-metal gearlever, some contrast stitching and ST branded floormats finish off the sporty makeover and there’s plenty of equipment including dual-zone climate control and a B&O stereo. Infotainment is taken care of by the same touchscreen infotainment system that proves easy to navigate if a bit basic-looking.

2021 Ford Focus ST dash

A digital driver’s display is standard, but isn’t as customisable as the screen in a Golf GTI although the addition of a head up display is a nice touch. It’s easy to read and projects your speed and other information clearly into your line of sight.

The rest of the interior is familiar Focus, with quality proving passable but by no means opulent and plenty of space for passengers. Those in the back get more leg room than in a Golf GTI and certainly a GR Yaris, and the boot isn’t bad, either. If you want more information about the interior, infotainment and practicality, take a look at our main Ford Focus review.

2021 Ford Focus ST rear cornering

What’s it like to drive?

Two engines are on offer, a 2.3-litre petrol with 280hp and a 2.0-litre diesel with a far tamer 190hp. The former sprints from 0-62mpg in 5.7 seconds with a six-speed manual or 6.0 seconds dead with the optional seven-speed automatic gearbox. The latter takes a yawning 7.6 seconds and is only available with the manual.

We’d recommend sticking to the six-speed manual as the automatic isn’t as sharp as those found in the Golf GTI and Cupra Leon. Besides, the manual ‘box is enjoyable to use and helps you get the most out of the potent petrol engine. Sure, you can leave the engine in a high gear and feel it pull happily from less than 1500rpm, but it does its best work over 3000rpm.

Yes, there are rivals that feel faster still, but it’s unlikely you’ll feel short changed by the way it pushes you into your seat. The noise is a bit disappointing, even with the sports exhausts popping and banging in the sportier modes.

The diesel is certainly the more economical option and has plenty of shove from low revs, but it doesn’t really feel all that fast and doesn’t allow you to make the most of the car’s agile handling. This option is due to be dropped with the introduction of the updated 2022 Focus.

The ST is great fun to drive, combining taut body control, sharp steering response and plenty of grip – all while maintaining a comfortable ride quality. The 2.3-litre petrol gets a limited slip differential as standard which boosts traction especially when exiting corners. It helps really pin the nose to the road so you can make the most of the power. It does mean the steering wheel writhes in your hands a little when you accelerate, but it’s easily controlled.

2021 Ford Focus ST front

You don’t have to drive very far in the ST before you find yourself building a rhythm down your favourite road, as a result. Think of the ST as more of a Volkswagen Golf Clubsport rival, rather than a Golf GTI– a performance hatchback that’s a little more focused on agility and grip than everyday comfort. It’s certainly more playful than both, tucking its nose into bends more keenly and proving happier to slide its tail if you like that sort of thing. A Megane RS is even more of a hooligan, though.

Performance Pack models add adaptive suspension that gets stiffer as you move from Normal to Sport then Track drive mode, giving even more breadth to the ST’s abilities. It’s certainly comfier in Normal mode although Track is too firm for the road. We also appreciated the rev matching function which makes for smoother shifts when selecting a lower gear.

There’s also a Focus ST Edition which you can tell by its unique black lightweight alloy wheels and distinctive light blue paint with a black roof. You also get motorsport-style coilover suspension that’s lower and stiffer. You can adjust it if you’ve got a set of spanners, but the standard settings provide a great compromise.

It’s certainly firmer than a normal ST, yet the uprated suspension controls body movements exceptionally well even on truly awful roads. It also makes the ST feel even more agile and entertaining and the expense of a little everyday comfort. If you’re a keen driver, it’s the one to have.

Ford Focus ST verdict

Should you buy one?

If driving thrills are at the top of your list of priorities but you still need a thoroughly practical car, the Ford Focus ST is well worth a look. It’s far more spacious than the GR Yaris and beats even the Golf GTI and Megane RS for rear seat space.

However, the Golf is a little classier inside, the Megane even more exciting to drive and the Yaris the ultimate hot hatch if space isn’t a concern.

What we like

The Focus’ agile handling and crisp manual gearbox make it a joy to drive, while the suspension is soft enough for day to day use if you avoid Edition models. Plentiful rear seat space and plenty of standard equipment also appeal.

What we don't like

All versions are rather pricey and the interior feels a bit low-rent especially compared to premium-badged rivals like the BMW 128ti.

(https://www.parkers.co.uk/ford/focus/st/review/)

Published in Ford

Saturday, 27 November 2021 04:14

New Volkswagen ID.4 GTX 2021 review

VW ID.4 EV gets another electric motor and four-wheel drive in hot GTX form

Verdict

It wouldn’t have been right for Volkswagen to use the illustrious GTI badge on its new range of electric performance cars. That’s not to say the ID.4 GTX isn’t fun in its own right, it just lacks the character of its petrol-powered forebears. It’s expensive, too; while a rear-wheel drive Ford Mustang Mach-E is better to drive and almost as fast. There is some work to be done on making the GTX nameplate as iconic as GTI, then – but if anyone can do it, VW can.

Volkswagen's world-famous GTI badge turned 45 this year. Celebrated since 1976 and having featured on a string of memorable performance Golfs, for many, its three letters define the hot hatchback genre.

But now VW is embarking on a new era – an era for the electric generation. All future Volkswagen EVs will feature the ID. badge; we’ve already seen the ID.3, ID.4 and ID.5, and there are electric saloons, superminis, and even MPVs on the way.

Of course, in addition to the various bodystyles, Volkswagen also has a range of GTI-inspired electric performance models in the works. Not to be confused with their petrol siblings, these EVs will all use the GTX name – starting with this, the ID.4 GTX.

Building on the standard ID.4 electric SUV, the GTX gets an extra motor on the front axle, boosting total power to a not inconsequential 295bhp. The result is 0-62mph in 6.2 seconds and a top speed pegged at 112mph.

That last figure is significantly down on the capabilities of the current Golf GTI. Not that it’ll matter to prospective buyers – spend much time hovering at or above the national speed limit and you’ll see the projected 301-mile range plummet. During our time with the car on a mixture of rural, motorway and urban roads, we were seeing 220-230 miles on a charge.

Yet the big question isn’t how far it’ll go before the batteries run flat – rather whether or not it captures any of the GTI magic that Volkswagen has become so famous for.

The short answer is no. The GTX isn’t quite as agile as a Ford Mustang Mach-E, but that’s not to say it’s sloppy. The ID.4 offers adequate (if not spellbinding) performance, as well as decent-enough body control. The steering, if lacking a little in feel, appears weightier than on the standard car and is perfectly quick and direct. The brakes are up to the task of stopping this 2.2-tonne SUV, too – as you would hope.

Traction is also on point, allowing you to use that slug of torque to power out of tight corners with confidence. Our car was fitted with optional adaptive dampers, but we ended up leaving them in their default setting – in Comfort mode the GTX felt composed, whereas Sport gave the car an unsettled, bouncier ride. It’s still more comfortable than a Mach-E, though.

We may bemoan synthesised sound generators in diesel SUVs, but ultimately, with no soundtrack to enjoy in the ID.4, you’re left feeling somewhat detached from the driving experience. That’s ideal on the motorway, or indeed when you’re pootling from A to B without a schedule to keep or deadline to meet, but when you’re alone in the car and want to drive like the seat of your pants is on fire, the ID.4 GTX simply isn’t that engaging.

There’s some work to be done on making the GTX badge fit in a driver’s car context, then, but the rest of the package is as complete as you’d expect. Practicality is excellent – the 543-litre boot is unchanged from the standard ID.4, and there’s space under the floor to store the charge cable. Note: a three-pin charger is a £180 option.

The cabin is roomy too, while quality takes a jump in the right direction thanks to new fabrics on the dashboard. The GTX-branded seats are supportive and comfortable; the only other tell-tale sign that this is the range flagship comes courtesy of the small badge and red flash at the base of the steering wheel.

Prices are high. The ID.4 GTX starts from £48,525 but for that you get 20-inch wheels, a 12-inch infotainment system with nav, plus wireless Apple CarPlay and Android Auto, as well as a head-up display, keyless entry and Matrix LED lights. Above this sits the GTX Max, adding a panoramic glass roof, three-zone climate control, adaptive dampers and a heat pump for around £7,000 more.

That infotainment system is still a bit laggy, and it’s not the most intuitive set-up to use. The temperature sliders are fiddly too, and Volkswagen still refuses to light them at night – making them impossible to operate after dark. The instrument cluster on the other hand is simple but effective, de-cluttered by removing surplus information; the car’s speed sits front and centre, just as it should.

Model:	Volkswagen ID.4 GTX
Engine:	77kWh battery, two electric motors
Power/torque:	295bhp/310Nm
Transmission:	Single-speed auto, four-wheel drive
0-62mph:	6.2 seconds
Top speed:	112mph
Range/Efficiency:	301 miles, 3.7mi/kWh (WLTP)
On sale:	Now