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Thursday, 25 November 2021 06:14

Lexus NX SUV review

PROS

Comfortable and refined to drive
Good electric range
New infotainment long overdue

CONS

Not exactly exciting to drive
Only average practicality
Steering wheel controls confusing

Is the Lexus NX any good?

This is the new NX – Lexus’ answer to the likes of the BMW X3, Range Rover Evoque, Audi Q5 and Volvo XC60.

The old car was a big-seller for Lexus and the new model certainly hopes to inspire the same reaction. On paper, all looks promising. It’ll be available as a hybrid or a plug-in hybrid – Lexus’ first – and all models debut the brand’s new interior design, complete with shiny new infotainment.

Lexus says 95% of the car is new compared with its predecessor, but the styling hasn’t changed much in the process. It’s still a striking-looking thing, with a front end dominated by the brand’s signature ‘Spindle’ grille, while the sides and rear feature interesting surfacing. A full-width taillight dominates the tailgate.

We can absolutely say that this is a big improvement over the car it replaces – it’s better to drive, higher-tech, but retains Lexus hallmarks like comfort and reliability, backed up by up to 10 years of warranty cover. But is it as good as the competition?

What’s it like inside?

Lexus has given the NX a complete interior redesign, and while some aspects are recognisable from existing Lexus models the overall structure and shape is new and exciting.

The cockpit architecture is based around a concept called ‘Tazuna’ – supposedly mimicking how a horserider can control their steed through a single rein. Luckily, the NX retains a steering wheel and pedals, but it does mean the cabin has a strong driver focus, with controls closely grouped around the driver’s seat and the infotainment angled towards it.

Infotainment has been a stumbling block in Lexus models for at least the last decade thanks to the firm’s insistence on operating it via a joystick or later, a touchpad. We’re pleased to report that the all-new Lexus infotainment system, now fully touchscreen, works a treat.

It’s controlled via a massive 14-inch screen (lower-spec models will have a 9.8-inch screen, but Lexus doesn’t expect to sell too many of those) which is bright, sharp and clear. The interface, though not as immediately intuitive as the system on a BMW X3, is nonetheless easy to navigate through and reasonably responsive.

It’s a vast improvement on what came before and we can’t wait for more Lexus models to feature the new system.

Less nice to use are the new steering wheel controls, which are unmarked and multifunctional – you need to look in the head-up display to figure out what does what, and it felt quite awkward.

Of course, a family SUV can’t just be nice for the driver. The NX has plenty of room in its rear seats and a 545-litre boot – that’s just a little smaller than the competition but it’s in no way cramped. And material quality is peerless all round. This is a very nice place to sit, though we must admit the sports seats in our F-Sport test model were slightly huggy for those who are wider in the withers.

What’s it like to drive?

We tested the plug-in hybrid NX 450h+ model. This uses a 2.5-litre petrol engine paired up to electric motors and a large battery pack sitting under the floor.

The engine and one electric motor drive the front wheels, while a separate motor drives the rears – giving the NX an electric four-wheel drive system.

Total system output is 309hp and 227Nm of torque – healthy numbers both, and with the electric motors providing plenty of get-up-and-go from a standstill the NX 450h+ will get from 0-62mph in just 6.3 seconds.

And being a plug-in hybrid, it’ll run as a pure electric vehicle if the batteries are topped up. Lexus claims a 42-mile electric range on mixed roads, or up to 55 miles of purely urban mileage. That’s just slightly better than the Range Rover Evoque PHEV’s 41-mile mixed figure and it’s significantly more than the 34 miles that the BMW X3 xDrive30e can muster.

Charging up takes just two hours and 45 minutes using a home wallbox, and Lexus will provide these free of charge to customers who place an order in 2021.

Running on electric can often display refinement issues – with no engine to drown out wind and road noise it becomes more prominent. That’s no issue with the NX, which remains impressively silent whether the engine’s off or on. Even switching into Sport mode doesn’t make things too raucous.

Don’t think the Lexus NX is a sporty SUV, though. Its focus – even in models covered in ‘F Sport’ branding – is on comfort and ease of driving. The healthy power output isn’t there to tackle a B-road with aplomb, it’s there to make joining a motorway effortless. The handling reflects this, as it’s tidy and precise but far from engaging.

What models and trims are available?

There will be three model grades and several options ‘packs’ to add. The unnamed base-spec car is still very well-equipped – it comes with the smaller 9.8-inch touchscreen, but still gets all-round LED lights, heated front seats, a powered tailgate and 10-speaker stereo.

You can add a Premium pack to this with keyless entry, privacy glass, ambient lighting, a wireless phone charger and electric seats, or a Premium Plus pack that gives you larger alloy wheels, digital instruments, seat ventilation and a headlight upgrade, among others.

There’s also a sporty F Sport model which has a styling upgrade with black details and new badging plus adaptive suspension and unique alloys, to which you can add a Takumi pack with a digital rear-view mirror and an upgraded Mark Levinson sound system.

At the top of the range is Takumi spec, which has just about everything already mentioned plus a sunroof, wooden interior inlay, automated parking and another new alloy wheel design.

Safety equipment is a real focus of the NX regardless of model. Every single model comes with adaptive cruise control, autonomous emergency braking, lane-keeping assist, road-sign assist and automated high beam. Higher models add front cross traffic alert, lane change assist, blind-spot monitors and automated parking.

There’s also e-latch – electronically actuated door handles which will actually refuse to open if they detect something in their blind spot, aiming to prevent you from opening your door into an unsuspecting cyclist or pedestrian.

A final nice touch is that the NX is available in a wide array of real colours – not just monochrome shades.

What else should I know?

The NX is available with Lexus’ ‘Relax’ warranty. That means, as long as you service it at Lexus dealers, you can have up to 10 years and 100,000 miles of cover, and that’s transferable to the next owner. At the moment, that’s the best warranty in the business – and it shows Lexus has total confidence in its cars. Something that’s well deserved, as they often top the charts in reliability surveys.

Running costs with a PHEV depend mostly on your charging behaviour, so the combined WLTP figure of up to 313.9mpg for the 450h+ is a little meaningless. But CO2 emissions as low as 21g/km mean Benefit-in-Kind tax is extremely low, even among similar plug-in hybrids.

(https://www.parkers.co.uk/lexus/nx/suv/review/)

Published in Lexus

Monday, 22 November 2021 05:17

New Kia EV6 AWD review

The RWD version of the Kia EV6 impressed us, but can the AWD model do the same?

Verdict

The Kia EV6 is a terrific electric car, but we’re not convinced that it’s worth spending the extra money on this dual-motor version. It’s faster in a straight line but not really any more involving or capable on twistier roads – so you’re left with a model that commands a price premium, while offering reduced range compared with the rear-drive edition. That’s the EV6 we’d go for.

There was a time, not too long ago, when the idea of a Kia costing even £30,000 would have been hard to comprehend. But the Korean brand has matured greatly over the past decade, to the point where there is currently a very healthy order book for its Sorento large SUV – a car that could cost you more than £50k.

There’s a sense of quiet confidence about Kia’s new electric flagship, the EV6, breaking the same price barrier. EVs still cost more than their combustion-engined counterparts anyway, and the market is also very “green”, with brand equity and image playing a lesser role. Perfect fodder, really, for a company like Kia, complete with the hi-tech backing of the Hyundai group.

We were pretty impressed with the EV6 when we tried it in rear-wheel-drive form in the UK earlier this autumn. Now it’s time to decide whether it’s worth spending the extra money (not far off £10,000 more, in fact) for more power and performance with the four-wheel-drive variant.

The EV6, of course, sits on E-GMP, the same bespoke pure-electric platform as the Hyundai Ioniq 5 and Genesis’s forthcoming GV60. That means 800V electrics, which equates to ultra-fast charging; there’s some debate about the actual speed, but all you really need to know is that when it’s hooked up to a 350kW charger, the EV6 can replenish 80 per cent of its 77.4kWh usable battery in just 18 minutes. We’d struggle to drink a nuclear Costa latte coffee in that amount of time.

The raw stats, of course, are shared with the rear-drive EV6. But this GT-Line S edition has a second electric motor on the front axle, boosting the total power and torque figures from 226bhp and 350Nm to a meaty 321bhp and 605Nm. The top speed remains at 114mph, but the 0-62mph time is now a punchy 5.2 seconds, a gain of more than two seconds over the rear-wheel-drive edition.

You can feel the difference, too; there’s still not the sledgehammer delivery of force that you get in a Porsche Taycan; that will presumably come with a hilarious-sounding, 577bhp version of the EV6 that’s due in 2022. But there is more urgency about the full-size, five-seat crossover in this format; let’s call it genuine shove to match the instant electric torque delivery.

In a straight line, then, the GT-Line S AWD will certainly deliver that all-electric one-upmanship at traffic lights. Around the corners, though, the chassis – while still better tied down than the Ioniq 5’s – is rather less happy with the increased potential. The system struggles to cope with the motors’ responses, giving you an inconsistent delivery that makes it hard to drive smoothly.

Elsewhere, the cruising experience is similar to that of the two-wheel-drive version, albeit with a teeny bit more electric whine because, well, you’re closer to the front motor than you are to the rear.

And of course, the addition of that extra unit in a car with the same battery capacity means a reduction in range – from 328 miles down to around 300. Our experience suggests you’ll get north of 290 miles without much compromise in your driving style, though, which is solid. Hyundai-Kia’s battery-management algorithms remain among the best in the market.

Inside, there are a few harder plastics but the overall finish is excellent, and the technology fitted is right up there with the best in class. There’s a pair of 12.3-inch curved displays, accommodating digital instruments and then a slick, responsive infotainment system.

The cabin itself has room for five adults, albeit with slightly reduced headroom in the rear compared with the Ioniq 5 – a trade-off, certainly, for the EV6’s more coupe-esque roofline. The boot capacity is 490 litres – more than enough for a family’s everyday needs – and you can alter the floor height. There’s also a “frunk”, a plastic storage box under the bonnet, but the additional motor cuts its capacity on this model to 20 litres, compared with the 50 litres on offer in the rear-drive edition of the Kia EV.

Model:	Kia EV6 GT-Line S 77.4kWh AWD
Price:	£51,945
Motor/battery:	2 x e-motor, 77.4kWh
Power/torque:	321bhp/605Nm
Transmission:	Single-speed automatic, four-wheel drive
0-62mph:	5.2 seconds
Top speed:	114mph
Range:	300 miles
Max charging:	350kW (0-80% in 18min)
On sale:	Now

Published in KIA

Saturday, 20 November 2021 05:49

2022 Rolls-Royce Ghost Black Badge First Drive: Going Bump in the Night

The blacked-out Ghost looks great, but its ride quality darkens our mood.

More than any other nameplate, Rolls-Royce promises the best the automotive industry has to offer. There is no doubt the Rolls-Royce Ghost is among the finest sedans you can buy—top honors goes to its larger sibling, the Phantom—but driving the new-for-2022 Black Badge version has us asking an uncomfortable question: Is this really the best Rolls-Royce could do?

Ghosting The Black Badge Treatment

A quick backgrounder on Black Badge: Introduced in 2016, it is primarily a styling exercise most notable for its darkened brightwork, particularly the trademark Rolls-Royce grille and Spirit of Ecstasy hood ornament. Black Badge has been an inordinate success for Rolls-Royce, and for 2022 the new-shape Ghost joins the Cullinan, Dawn, and Wraith in offering its own ($43,850) Black Badge package. The kit includes lightweight wheels with carbon-fiber barrels and a beautifully intricate aluminum inlay on the black Bolivar wood trim, as well as more power and a stiffer chassis calibration.

For the record, we love the visuals. The blacked-out chrome looks so good that you wonder why anyone would even consider a Rolls with old-fashioned brightwork. Our $519,000-as-optioned test car was done up in two-tone black and charcoal gray, but we think the murdered-out motif looks equally good when contrasted with bright primary paint colors. Not that it matters what we of the unwashed masses think—Rollers are usually custom-ordered, -colored, and -trimmed to suit the desires of their HNWI buyers—or "clients," as Rolls prefers to call these moneyed individuals. These are not folks who buy off the rack.

Not All Improvements Are Improvements

But MotorTrend is a car publication, and driving dynamics are our specialty—and as dreamy as the Black Badge Ghost looks, the way it goes down the road gives us some pause. After some time behind the wheel in San Diego, we found the Black Badge setup neither transforms the Ghost into something completely different, nor does it feel quite right for a Rolls-Royce. If we were paying half-a-mil for one of these bespoke babies, that wouldn't make us happy.

Let's cover the changes, then we'll talk about how they impact the Ghost's driving experience. There's a power bump for the 6.7-liter twin-turbo V-12; Black Badge models produce 592 horsepower and 664 lb-ft, up 29 horsepower and 37 lb-ft from the regular (what Rolls-Royce now refers to as "Silver Badge") Ghost. The transmission is tuned to shift quicker when the throttle is nearly wide open. Chassis changes comprise a tightening of the steering, firmer air spring tuning and roll control, and a stiffer feel and reduced travel for the brake pedal. These are all software changes, by the way; the mechanical components are identical.

More Power—But Will You Notice?

We'll start with the powertrain. The Silver Badge Ghost is already quick—we've clocked it from 0-60 mph in 4.2 seconds—and we don't know that the Black Badge car's extra power will be detectable by the unaided human posterior. We estimate it could pick up a tenth of a second in our instrumented testing, but that could just as easily be lost when we round off the numbers. No matter; given the choice, we will always, always, always take more power, no matter how incremental the objective performance changes.

As for the quicker shifts, we could barely detect the difference. That's because the shifts only sharpen up near full throttle, and because on public roads you can only WOT a Ghost for a few seconds before getting into expensive-ticket territory. In other words, this is not exactly a benefit you get to enjoy on a regular basis.

Better Brakes And Less Roll…

The chassis changes were far more noticeable. The brake does have a slightly stronger bite, and yet it is still gentle, never abrupt. The steering is noticeably heavier, though not objectionably so—the Silver Badge Ghost's steering is just about one-finger-light, and we welcomed the extra heft in the Black Badge's wheel. That said, with no change to the Ghost's tires or physical steering gear, the heavier steering highlights the Ghost's lack of feedback from the front wheels.

Body roll is also noticeably reduced, though it's worth noting that for all its mass and its goose-down-soft ride, the Silver Badge Ghost doesn't lean much either; in the Black Badge car, little shrinks to naught. It's a worthwhile improvement; for those who like the feedback that body lean provides, it might be missed.

… But It's The Ride That's The Problem

The ride quality gave us the most pause. The Black Badge Ghost still floats like a '70s-era Cadillac over big bumps, but now there's a near-constant vibration, the soft pitter-patter of not-quite-perfect pavement getting passed up to the seats. In a Rolls Royce, it's … well, it's weird, that's what it is. The magic of the Silver Badge Ghost is that it gives the sensation that all roads are paved with glass. The Black Badge car loses that ability to smooth out the surface beneath its tires, and with it dulls that Rolls-Royce enchantment.

All this might be acceptable if it transformed the Ghost into a world-class handler, something akin to the Bentley Flying Spur Speed—which, to be honest, is what we hoped for. But it doesn't. The Silver Badge Ghost is stable and secure in high-speed turns, though rather clumsy on smaller, tighter roads. The Black Badge car is nominally better, but still feels awkward and out of place, as if it's trying to run in dress shoes that are too tight.

After several miles both speedy and serene in the Black Badge Ghost, we switched over to a Silver Badge car. Light and isolated, its driving characteristics felt much more in line with the car as a whole. It's a wafter, not a runner.

Don't Like How The Black Badge Ghost Drives? Too Bad

Our admittedly relatively minor complaints might be less justified if you could switch these stiffer settings on and off at will, but that's not possible. Rolls-Royce makes much of the fact there is no Sport button. "Your right foot is the sport button," company reps said to us. But it isn't, because nothing you do with the accelerator affects the chassis settings. Opt for the Black Badge and you, the client, are stuck with a ride that is—well, if not exactly rough, then at least unbecoming of a Rolls-Royce.

Rolls-Royce will give you any shade of paint you desire, any color of leather, any interior trim you like. But if you want the Black Badge model, you cannot opt out of the Black Badge chassis changes. It's strange that such a constraint is forced upon buyers by a marque that is all about furnishing its clients with bespoke automobiles.

In case you get the wrong idea here, the fact is the Black Badge Ghost is nothing like a poor-driving car. Far from it, and it's still very much a Rolls, stately and dignified. It's simply trying to be something it isn't.

What Should Rolls-Royce Have Done With The Black Badge Ghost?

What makes this frustrating is that the answer to the question we posed—is this the best Rolls-Royce could do?—has to be "no." Why didn't it do a properly cohesive chassis revision, upgrading the hardware as well as the software, and giving the Black Badge Ghost a driving experience that is more cohesive and communicative? Let's not forget people pay nearly $44,000 for this upgrade, and while we're sure darkened chrome bits and carbon-fiber wheel barrels are expensive, surely there must be some change left over for hardware upgrades.

Rolls-Royce has the might of the BMW organization behind it, a company not exactly lacking in chassis-tuning expertise. If it really wanted to, we have no doubt Rolls could have made a Bentley Flying Spur Speed beater without dulling its Rolls-Royce-ness. Instead, it made but a few software changes.

At the very least, Rolls could have fitted a Sport button to turn these so-called dynamic improvements off—or, if we're going to blue-sky a little, maybe even select them individually. Doesn't it strike you as interesting that a $33,500 Hyundai Veloster N has adaptive suspension, steering, powertrain, and exhaust with full custom programming, and a $43,850 option package applied to a six-figure car does not?

We can't argue with the success of the Black Badge models, which now comprise 37 percent of Rolls-Royce sales worldwide and bring younger buyers into the fold. And the company might argue that our opinion of the Black Badge chassis changes doesn't matter, as most buyers choose Black Badge models for the way they look more than the way they drive.

Still, could anyone from the Rolls-Royce chassis engineering team look a client in the eye and say—truthfully—that for for half a million dollars, this is absolutely the best it could do? The Black Badge Ghost's driving experience is flawed, not bad. That Rolls-Royce could do better means paying customers deserve better.

(https://www.motortrend.com/reviews/2022-rolls-royce-ghost-first-drive-review)

Published in Rolls-Royce

Friday, 19 November 2021 03:57

Tested: 2022 Audi RS e-tron GT Whirs to 60 MPH in 2.9 Seconds

As Audi's version of the Porsche Taycan, the new RS e-tron GT is an exciting, Tesla-chasing ride.

To make sure the 2022 e-tron GT stands out among the brand's other electric offerings, Audi asked sound engineers to develop a new soundtrack specifically for the e-tron GT and RS e-tron GT models. Before you go looking for it on Spotify, we'll tell you that this "song" is played just for the e-tron driver. It's a sort of intergalactic hum that transforms into a turbine whoosh as you accelerate, culminating in a 78-decibel whir at full thrust. It says, "I am the future," and it'll have you thinking dilithium crystals and calling a Scottish engineer to see how everything is going, but it's not quite right for the e-tron.

The sound Audi should have used—and the one playing in my head right before hitting the accelerator—is the adrenaline-juicing click, click, click of a roller coaster on an upward climb. Flooring an e-tron GT produces the same lung-flattening rush of acceleration as a coaster in freefall.

HIGHS: Sub-three-second runs to 60 mph, decent range, advanced chassis tech, unabashedly modern design.

The e-tron GT has a twin at the Porsche dealer—the e-tron shares its platform, 800-volt electrical architecture, front and rear electric motors, two-speed automatic transmission at the rear axle, air springs, and all-wheel steering with the Porsche Taycan. While the Taycan offers a single-motor, rear-wheel-drive setup as well as the dual-motor-driven AWD 4S, Turbo, Turbo S, and Cross Turismo, at least for now, the all-wheel-drive GT comes two ways: the 522-hp e-tron GT and the 637-hp RS e-tron GT. Accessing all of those horses requires launch control, and then you only get the power for 2.5 seconds.

With typical use, you get a still heady 469 horses in the GT and 590 in the RS. The difference is one you're unlikely to miss on your drive to work. Audi's acceleration claims back up the roller-coaster feeling. We haven't tested the base GT yet, but Audi claims it will hit 60 mph in 3.9 seconds. The RS, on the other hand, rockets to 60 mph in 2.9 seconds and covers the quarter-mile in 11.0 seconds flat at 127 mph—stout figures that just edge out those of Audi's 591-hp RS7, though they're not quick enough for top honors among the latest internal-combustion supersedans. The RS GT's 60-mph sprint also isn't speedy enough to hang with the more powerful Taycan Turbo S and the last Tesla Model S Performance AWD we tested, both of which are roughly a half-second quicker to 60 mph.

The e-tron GT and RS's range figures will likely mean more to buyers. Per the EPA, the GT is good for 238 miles and the RS is rated at 232. Our testing of the RS revealed 240 miles of range, with our example averaging 71 MPGe overall and 83 MPGe on our 75-mph highway test, the latter result just beating its combined federal rating by 1 MPGe. Again, those are decent figures, but not the kind that leads to bragging among big-dollar EVs, especially if the conversation turns to Teslas.

LOWS: Performance trails comparably fast four-doors, unusually high noise levels for an EV, steep six-figure price.

On the road, the RS GT tours grandly. It hums and hauls so smoothly that the big numbers on the speedometer readout might come as a surprise. The low, hefty weight of electric cars—our RS test car tipped the scales at 5171 pounds—works in their favor when it comes to stable cornering, and 590 electric horses are more than enough to reshape your eyeballs. The GT's biggest challenges come from not having the longest range and not being the quickest or flashiest thrill ride in the park.

Audi gets points for using the steering-wheel paddles to control regenerative braking. It's just the sort of setting you might want to change on the fly, say, heading down a steep hill or coasting along in highway traffic, and being able to adjust it without having to dive into a settings menu is smart. The middle setting will feel the most familiar to gas-engine aficionados, and the max regen is almost but not quite aggressive enough to allow for one-pedal driving. The RS offers rear-wheel steering as an option. When fitted, the rear wheels also turn in phase with the fronts to improve high-speed stability; below 30 mph, the rears turn opposite to tighten maneuverability. Steering efforts are light, almost too light at slow speeds if the car is equipped with optional Power Steering Plus, which just boosts the steering assist to feathery at low speed. But once you get used to it, you'll be flipping tight U-turns just for the fun of it.

Fitted with 21-inch Goodyear Eagle Asymmetric 5 summer tires, the RS's 157-foot stop from 70 mph is in the hunt with the figures of other hot four-doors. But its 0.93 g of grip on the skidpad is rather modest for a modern sports sedan—electric or otherwise—some of which have posted well over 1.00 g of stick in our testing.

Audi tilts the GT's controls toward the driver, and everything you need is within easy reach. EVs have conditioned us to expect tech-focused or even minimalist interiors. The GT has a crisp digital display in front of the driver and a 10.1-inch touchscreen in the middle of the instrument panel, but there are—gasp—buttons for the climate control.

The GT does play into another electric-car expectation, however, that of the environmentally conscious and possibly vegan buyer. Leather-free interiors and recycled materials come standard, but if you want to sit on cow hides you can order up a less vegan-friendly version. Whether your seats were once alive or never alive, the GT supposedly seats five; just be sure to call shotgun. No one will enjoy the middle seat in the back. Legroom for the outboard rear seats is excellent thanks to cutouts in the battery, which mean deeper pockets for your tootsies. Headroom isn't as generous, as you pay for the stylish sweep of the roof with tiny back windows and an encroaching C-pillar. Somewhat surprisingly, the 71 decibels of sound in the RS at 70 mph are several decibels greater than we've experienced in comparable EVs, and it's even a touch louder than we've measured in a fire-breathing RS7.

Audi's brave new EVs start at $103,445 for the e-tron GT, a price that lines up with the Taycan 4S, which needs 3.4 seconds to eclipse 60 mph. Bring a $100,690 check to the Tesla store and you'll drive away in the quicker Model S. The RS version, with its carbon-fiber roof and extra power, starts at $143,445. That money would put you into an 1100-hp Model S Plaid+ AWD, which is likely to be the quickest EV we'll have tested once we get our hands on one. Complete with the comprehensive $20,350 Year One package, our RS GT carried a hefty $164,390 as-tested price.

Sizewise, the e-tron is about same length as an A7, but it's dramatically lower and wider. The wide rear end and taillights look particularly great, but in front, the wide crossbar through the grille visually weighs down the front end. Overall, the e-tron GT reads elegant and muscular. It's not a game changer coming after the Taycan or even the still-powerful grandfather of the segment, the Model S, but it's quite a ride.

(https://www.caranddriver.com/reviews/a35834678/2022-audi-rs-e-tron-gt-us-drive/)

Published in Audi

Thursday, 18 November 2021 05:45

Audi Q5 Sportback Review: As Practical as It Can Be

The verdict: The 2021 Audi Q5 Sportback trades some of the regular Q5’s utility for a sportier look — and sacrifices less practicality than expected in doing so.

Versus the competition: The coupelike SUV trend is a bit of a head-scratcher to us, given the body style often leaves less interior space than a traditional SUV (for more money). The Q5 Sportback doesn’t deviate from this formula, but its relatively few trade-offs enhance its overall appeal.

Besides the new Sportback body style, the 2021 Audi Q5 also gets updated exterior styling, a standard mild-hybrid base powertrain and a new multimedia system that drops the knob-based controller Audi has used for years in favor of a touchscreen interface. Take a look at the differences between the 2020 and 2021 Q5 in our side-by-side comparison.

Our 2021 Q5 Sportback test vehicle had an as-tested price of $56,540, including a $1,095 destination charge. It was equipped with the Premium Plus Package as well as Audi’s navigation and sport packages, the latter featuring a sport suspension and 21-inch wheels with summer tires. The car we drove also had an optional Bang & Olufsen stereo.

How It Drives

The Q5’s standard 261-horsepower, turbocharged 2.0-liter four-cylinder is a smooth-revving, responsive engine that moves this SUV well; a new mild-hybrid system has boosted efficiency of the regular Q5 for 2021, giving it a combined EPA rating that’s 1 mpg higher than the 2020 Q5’s. The engine is hurt, however, by very gradual accelerator pedal response in the transmission’s Drive mode, which makes the Q5 feel sluggish when starting off. Putting the gear selector in Sport improves drivetrain response immensely, though it also keeps the transmission in lower gears. The turbo four-cylinder works with a seven-speed dual-clutch automatic transmission that’s quick to kick down when you floor the gas pedal.

Our test vehicle’s sport suspension and low-profile tires on 21-inch wheels contributed to a firm, unforgiving ride that sometimes felt brittle on rough pavement. The Q5 Sportback does, however, stay relatively flat in fast, sweeping turns, and it’s a confident and poised cruiser on smooth pavement. Apart from some tire noise, the cabin is very quiet at highway speeds.

Like other Audis, the Q5 Sportback has highly assisted steering that makes it easy to turn the wheel but doesn’t offer much in the way of feedback. Steering precision is good, however, and the Q5 responds readily to steering inputs.

The Interior

Cabin materials’ quality and fit and finish are good, with soft-touch surfaces on the upper part of the dashboard and doors, but our test car’s all-black interior color scheme had a somberness to it that even a scattering of metallic accents couldn’t overcome. Some of the shinier center console trim even reflected sunlight into my eyes at times while driving. The console doesn’t have much storage space, either.

Power-adjustable front sport seats with manual cushion-length adjustment are standard. The driver’s seat is comfortable and not overly restrictive, and front headroom is good. Leather seating surfaces and front seat heaters are standard.

The Sportback’s sloping roofline doesn’t significantly compromise rear-seat headroom, which is adequate for taller adults. The rear bench seat is comfortable, and it reclines and slides forward and backward. There’s good foot space under the front seats, too.

The Sportback’s cargo area is only marginally smaller than the regular Q5’s, according to Audi’s measurements: The brand says the Sportback has 24.7 cubic feet of cargo space with the rear seat up and 51.9 cubic feet with it lowered, versus 25.9 and 54.1 cubic feet in the regular Q5. The Sportback’s roofline reduces the height of the cargo area, and there’s a slight incline in the extended cargo floor with the backseat folded. Seatback release handles in the cargo area make it easier to fold the backseat when standing at the back of the SUV.

The Q5’s new touchscreen multimedia interface is simpler to use than the knob-based control system it replaces, and the ubiquity of smartphones should make it easier for owners to familiarize themselves with it. A 10.1-inch screen atop the center of the dashboard is standard. The system also includes wireless Apple CarPlay smartphone connectivity, but wired-only Android Auto.

The touchscreen has high-quality graphics, and CarPlay uses the screen’s full width. It’s easy to toggle between the multimedia system’s built-in interface and CarPlay, and the Premium Plus model adds a wireless charger — helpful for reducing battery drain in a wirelessly connected smartphone.

Premium Plus versions also add Audi’s Virtual Cockpit Plus digital instrument panel. It features a configurable 12.3-inch high-resolution screen in place of traditional gauges, and it can also show satellite image overlays in its navigation mode.

Safety and Driver-Assist Features

The Q5 Sportback received good ratings in all Insurance Institute for Highway Safety crashworthiness tests, and its standard automatic emergency braking system earned superior and advanced scores for its vehicle-to-vehicle and vehicle-to-pedestrian performance, respectively.

Other standard active-safety features include lane-keeping assist, blind spot warning with rear cross-traffic alert, and front and rear parking sensors. Premium Plus models add adaptive cruise control with stop-and-go, and the top-of-the-line Prestige version adds a head-up display with traffic-sign-recognition capability.

Should You Buy the 2021 Audi Q5 Sportback?

The Q5 Sportback’s $48,895 starting price (with destination) undercuts base prices for the 2021 BMW X4 and 2021 Mercedes-Benz GLC300 Coupe, but it’s more expensive than an Infiniti QX55, which is new for the 2022 model year (see their specs compared).

With nearly as much cargo space as a regular Q5 and comfortable seating for adults in both rows, the Q5 Sportback takes some of the practical reasons for choosing a regular Q5 SUV off the table. The Sportback’s starting price is $4,500 more than a Q5 SUV, but the Sportback also comes with larger 19-inch wheels and a panoramic moonroof in addition to its sleeker exterior. If you like its styling and the extra expense isn’t an obstacle, the Q5 Sportback offers most of the attributes of an SUV without looking like most SUVs.

(https://www.cars.com/articles/2021-audi-q5-sportback-review-as-practical-as-it-can-be-441334/)

Published in Audi

Monday, 15 November 2021 05:57

2022 VW Jetta GLI Proves That VW Still Cares about Drivers

Although it drops the previous base trim, the GLI still can be had with a six-speed manual.

Despite Volkswagen's push toward electric vehicles, the company is providing assurances that it's still dedicated to the sport compact car. Want evidence? The new-generation Golf GTI and Golf R have clearly been developed with driving enthusiasts in mind. VW's American arm pushed for six-speed manuals in both of those cars and convinced its corporate overlords in Germany that such a move would be rational and wise. Consider that a love letter to the American driver, because our counterparts in Europe won't find that option available when they place their orders.

The performance variant of the humble Jetta sedan—the Jetta GLI—also will not show up in a European showroom; it's sold only in North America and Brazil. The GLI's 228-hp turbocharged 2.0-liter four-banger makes a whopping 70 more horsepower than the standard Jetta's engine and comes with performance enhancements such as adaptive dampers and limited-slip differential.

Updated for 2022, the Jetta GLI wears a newly styled grille and front bumper with red detailing. The rear bumper has been revised as well and sports a honeycomb-patterned lower valance and larger-diameter exhaust outlets. The GLI's cabin receives new red contrast stitching to accent the black leather upholstery and new touch-sensitive steering wheel controls.

The GLI remains a lovely driving partner. During our test drive through the hill country near Asheville, North Carolina, the GLI's eager steering and crisp-shifting six-speed manual made running through the area's narrow mountain passes a joyful exercise. Although it isn't as tied-down as the new Golf GTI, the GLI does its best impression of that performance icon. On the highway during normal cruising and commuting, the GLI settles into Jetta mode, meaning it's refined, comfortable, and easygoing.

The updated exhaust system sounds a bit ruder for 2022, particularly when driving in Sport mode, which allows more of the GLI's newly baritone voice to enter the cabin. This soundtrack may delight boy-racer types, but we found ourselves needing to activate the Normal driving mode to quiet the cabin when cruising. Ultimately, we're not convinced this does much to enhance the GLI's appeal.

Same goes for the new touch-sensitive steering-wheel controls. Their glossy black finish gives an added pop of premium appearance, but on several occasions when driving the snaking roads west of Asheville, we managed to inadvertently change the radio station midcorner by accidentally bumping the tuning button. Moreover, the volume control slider is fussy and imprecise.

Back in 2019, we tested GLIs with both the six-speed manual and the optional dual-clutch automatic. Those cars managed to hit 60 mph in 5.8 and 5.6 seconds, respectively. The automatic was also slightly quicker than the manual through the quarter-mile, with a time of 14.1 seconds at 101 mph versus 14.3 seconds at 102 mph. Since Volkswagen has made no updates to the car's powertrain or chassis, we expect similar times from the 2022 model.

The nicely tailored interior gives off strong Audi vibes, which is good because for 2022 Volkswagen has eliminated the entry-level GLI trim, leaving only the loaded $31,990 Autobahn model. Opt for the dual-clutch automatic, and the price climbs to $32,790. The GLI's nearest rival, the Honda Civic Si, is all new for 2022 and will start at just $28,315.

But VW may find that the GLI's biggest competition is inside its own showroom: The 2022 Golf GTI starts at $30,540—granted that's for a base model with less equipment. But the Golf's hatchback body style, its performance legacy, and its more modern styling may draw buyers away from its Jetta sibling. The 2022 model's updates help keep it fresh, though, and the GLI's fun-loving attitude is something every driver can appreciate.

(https://www.caranddriver.com/reviews/a38224750/2022-volkswagen-jetta-gli-drive/)

Published in Volkswagen

Friday, 12 November 2021 06:30

New Vauxhall Astra (2022): Specs, prices and release date

All-new Astra gets plug-in hybrid and is bristling with tech

PROS

Powered by excellent Peugeot engines
Interior quality looks very impressive
Plug-in versions available from launch

CONS

Electric version won't be here until 2023
Just one diesel power unit available
Not the roomiest car in its class

Is the new Vauxhall Astra any good?

It's too early to say for sure, but as it's closely related to the new Peugeot 308 and we rate that, the signs are looking good. For many a year the Vauxhall Astra was perfectly described as worthy, but dull. However, with the brand now part of the massive Stellantis group of carmakers, that’s all set to change with the latest version of the popular hatchback.

The brand’s ‘vizor’ arrangement – a black panel spanning the front of the car – is present in order to bring it into line with other recent Vauxhalls like the latest Mokka, as is the pronounced ridge running down the bonnet. The sides are simpler and the rear is sharper, too, with barely a curve in sight.

There's a wide range of petrols and hybrids powering the range, and an electric version to follow in 2023 – but now, it's shaping up to be an exciting challenger to the Ford Focus, Kia Ceed, Hyundai i30, SEAT Leon and Volkswagen Golf.

What's it like inside?

Inside, a clean cockpit layout steals your attention. There’s a new steering wheel design – one that’ll presumably make its way onto other new Vauxhalls in the coming years – and a progression of the ‘Pure Panel’ screen layout that first started with the latest Mokka, with two 10.0-inch screens merged together in one solitary design element.

AGR-certified (‘Aktion Gesunder Rücken’ or ‘Campaign for Healthier Backs’) seats – a favourite of Opel/Vauxhall in recent years – are 12mm lower and offer ‘comfort’ and ‘sport’ contouring via electric adjustment here. Vauxhall says Nappa leather and alcantara upholstery are on the options list.

Even on the pre-production car we spent a couple of hours with, quality impressed. There’s plenty of soft touch plastics on the dashboard and front doors, the leather-wrapped steering wheel feels great in your hands and its buttons work with precision. With the Volkswagen Golf taking a real tumble in interior quality recently, the Astra suddenly finds itself near the pointy end of the class.

You’ll also find just enough buttons elsewhere to make navigating the touchscreen and operating the stereo and heater far easier than a Golf or Skoda Octavia, for instance, and there are loads of useful cubbies, pockets and trays to empty your pockets into. In other words it’s as inviting as it is practical.

The boot space is rated at 442 litres with the rear seats up, making it roomier for your luggage than a Ford Focus, Volkswagen Golf and Kia Ceed, but smaller than a Honda Civic. If you need more room, an estate badged Astra Sport Tourer will be launched late in 2022.

Vauxhall Astra review (2021) interior view

What tech do you get?

The new Vauxhall Astra will debut a new infotainment system to take full advantage of the new Pure Panel screen layout, ditching the laggy, low-res and clunky OS used by almost every former-PSA-now-Stellantis model from Citroen, Peugeot, DS etc. The car we sampled was too early to have a fully working example of this, so we’ll reserve judgment until later.

Elsewhere, Vauxhall’s IntelliLux matrix LED lights are an option, and semi-autonomous driving technologies can be specified, too – something Vauxhall calls IntelliDrive. This combines adaptive cruise control with active lane centring and semi-autonomous lane changing, too. It’s not Tesla levels of driver assistance, but it should help make long journeys a little less tiring.

What engines are available?

It’s a predictable bunch, given the new Astra’s shared DNA with the new Peugeot 308. There’ll be 110 and 130hp petrol options, with a six-speed manual standard and an eight-speed auto optional on the punchier engine. A single 1.5-litre diesel with 130hp will be available with a choice of manual or auto.

If you want to know about CO2 emissions for the 2022 Vauxhall Astra, the 110hp petrol emits from as little as 123g/km of CO2, with the 130hp from 122g/km with a manual or 125g/km for the auto. The diesel predictably dips lower at 113g/km with a manual and 116g/km with an auto.

A first for the Astra, however, is the addition of a not one but two plug-in hybrid variants. First up is a 180hp version which cracks 0-62mph in a respectable 7.9sec with a punchier 225hp version dropping this to 7.7sec making it the fastest Astra available. Both are expected to cover around 35 miles on official tests, giving CO2 emissions from just 24g/km and economy of up to 256.8mpg. That’s not quite Mercedes A250e good, but still bob on for the class.

There’s even an all-electric Astra-e due in early 2023, although details on this are scarce. Hopefully it’ll improve on the 50kWh battery and 136hp motor currently found in many Stellantis electric cars such as the Peugeot e-208 and e-2008.
Vauxhall says the new Astra is 4mm longer but with a 13mm increase in its wheelbase and is 14% more torsionally rigid than before for better handling.

What models and trims are available?

With the least expensive trim level, Design, buyers get 16-inch alloy wheels, LED lights front and rear, the Pure Panel with smartphone mirroring, rear parking sensors, voice recognition and a range of safety and driver assistance features such as Driver Drowsiness Alert, automated emergency braking with a pedestrian detection function and cruise control with intelligent speed adaption.

GS Line models, providing a sportier, more aggressive look, get a contrasting black roof and black 17-inch alloy wheels, as well as a blacked-out Vizor panel and Vauxhall badge. On top of Design models, some of the key features of the GS Line include Forward Collision Alert, a 360-degree parking camera, a heated steering wheel and heated front seats.

Ultimate spec comes at the top of the Astra tree and includes a whole suite of tech and driver assistance features. Some of the elements differentiating Ultimate versions include 18-inch wheels, adaptive headlights, a head-up display and wireless phone charging. There's an expanded array of driver assistance and semi-autonomous functions such as lane change assistance, a blind spot alert, Lane Positioning Assist, a rear cross traffic alert system and semi-automated lane-changing capability.

What else should I know?

The new Vauxhall Astra has undergone a complete transformation, combining an appealing exterior with a well-built and easy to use interior. Combined with an efficient range of engines, it could be a real contender in the class.

We'll get to drive this generation of Astra later this year, but until then, enjoy the video and images, above. Full price and spec details can be found here, with orders opening in autumn 2021. The first ones will be delivered in the first few months of 2022.

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(https://www.parkers.co.uk/vauxhall/astra/review/)

Published in Opel/Vauxhall