Tag Archives: Reviews

Latest Lucid Air Dream Edition Review Proves That It’s Something Very Special

The all-electric Lucid Air may come from an automaker with no prior experience building cars but it has proven itself to be one of the finest electric vehicles on the market.

A bunch of journalists have had the opportunity to drive the Lucid Air over the past couple of months and most recently, the guys from Throttle House in Canada headed to California to put the Lucid Air Dream Edition Performance variant through its paces. They walked away from the review seriously impressed.

Powering this flagship variant of the Lucid Air are two electric motors that combine to produce 1,111 hp. It is the most performance-focused variant of the Air but it still offers a range of 471 miles (758 km). Those who don’t need all 1,111 hp can also purchase the Air Dream Edition in Range guise with 933 hp and 520 miles (837 km) of range.

Read Also: Lucid Makes The Very First Customer Deliveries Of The All-Electric Air

While testing the electric sedan, Throttle House notes that it feels like a luxury car first which is quite a bold statement considering the phenomenal performance that it offers. The Lucid Air also weighs several hundred pounds more than a Tesla Model S Plaid but despite that, it controls its mass incredibly well and offers up loads of grip and gives the driver heaps of confidence. Unlike the Model S Plaid, it also has a set of brakes that match the insane straight-line performance.

The Lucid Air has received a lot of praise recently and was even named as Motor Trend’s Car of the Year. Unlike some other electric vehicles, it has also started to reach the hands of customers and proves that while Tesla continues to dominate the EV market, it now has some serious rivals to worry about.

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Should You Pick The All-Electric Genesis G80 Over The ICE Models?

While the GV60 is the first Genesis electric vehicle built from the ground up, it isn’t actually the brand’s first EV. That title belongs to the Genesis eG80, also known as the Electrified G80.

Genesis unveiled the vehicle at the Shanghai Auto Show back in mid-April and recently handed it over to reviewers in South Korea. This particular review comes courtesy of YouTuber CarSceneKorea and shows him testing the car both on the highway and some more flowing and enjoyable roads.

Powering the Electrified G80 are a pair of electric motors, one at each axle, combining to produce 365 hp and 516 lb-ft (700 Nm) of torque. Genesis says the car can hit 100 km/h (62 mph) in 4.9 seconds.

Read More: 2022 Genesis Electrified G80 Has 365 HP And Up To 310 Miles Of Range

Interestingly, the electric G80 is only down 10 hp from the 3.5-liter twin-turbocharged petrol V6 model but has 125 lb-ft of additional torque. As such, the reviewer says it feels much quicker than the flagship ICE model. He also praises the car’s handling and thinks it is better to drive than the ICE model, thanks in part to the lower center of gravity.

There are some downsides to the Genesis Electrified G80. For example, it sacrifices a lot of trunk space because there is now a large electric motor at the rear. The presence of the battery pack under the floor also means the seats are positioned slightly higher than the standard car, so the driving position isn’t quite as good.

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The Ford Bronco Is Much Better To Drive On The Road Than The Jeep Wrangler

The Ford Bronco is one of the hottest vehicles on the market right now and Matt Farah and Zack Klapman recently had the opportunity to put it to the test.

The following review is the first video in a two-part series that will focus on the new Bronco. This first part is centered on driving the car on the road, while the second will explore its off-roading chops.

Watch Also: Independent Front Suspension Makes The 2021 Ford Bronco Well Suited To Daily Driving

Ford sells the Bronco in seven different trim levels, including the limited-run First Edition. This model is the Outer Banks which sits above the Base, Big Bend, and Black Diamond in the range and below the Badlands and Wildtrak. It starts at $38,995 in two-door guise and $41,450 as a four-door. The Bronco tested also had the flagship 2.7-liter EcoBoost V6 rather than the smaller 2.3-liter EcoBoost.

A key point of difference between the Wrangler and its main rival, the Jeep Wrangler, is its use of independent front suspension. It also has rack and pinion steering whereas the Wrangler has a recirculating ball steering system. Compared to the Wrangler, the Bronco is much more refined when driving on-road.

Farah also notes that the tires of this Bronco Outer Banks model don’t produce too much road noise but above 60 mph, the off-roader does create a lot of noise and is very loud. This is despite the fact that the Bronco tested had the available fixed roof complete with extra noise insulation.

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Driven: 2020 VW T-Roc 140TSI Sport Is More Than A Golf On Stilts

In an age where demand for crossovers and SUVs continues to rise, the Golf-based Volkswagen T-Roc proves that there is something to this trend.

Launched in Australia last year following a series of delays, the T-Roc was initially only sold in flagship 140TSI guise. While that variant has since been joined by the 110TSI, it was the 140TSI Sport that we recently sampled.

In creating an SUV based on the same MQB A1 platform as the Golf, Volkswagen simply could have raised the suspension on the ever-popular hatch, tweaked the styling, and called it a day. Instead, it went to town on differentiating the T-Roc not only from the vehicle it is based on but also all other SUVs in its lineup. The result is a vehicle which to our eyes not only looks better than the Golf but most other VWs as well.

Purposeful looks

The aggressive shape is a key highlight. A purposeful front fascia flows seamlessly into the flared front wheel arches while a striking design line above the door handles guides your eyes to a suave rear-end with uniquely-shaped taillights. The thick C-pillars and tapered roofline add to the overall aesthetic of the SUV.

All 140TSI Sport models sold Down Under are equipped as standard with the R-Line package and roll on a set of 18-inch alloy wheels. One key design highlight are the daytime running lights that wrap around faux air intakes in the front bumper. The Flash Red paint scheme made our test car all the more striking.

Volkswagen has got the design of the interior just right as well. The cabin feels airy and noticeably bigger than the Golf. This is especially obvious in the second row where there is heaps of headroom and legroom and despite the massive C-pillars right next to the headrests, it doesn’t feel claustrophobic. The trunk swallows up 392 liters (13.8 cubic-feet) of cargo, slightly more than a Golf. There’s plenty of storage space at the front too.

Most notable is the fully digital gauge cluster which, just like many other VW models, can be configured to your tastes and displays all the vital information you could ever need. The flat-bottomed steering wheel with red contrast stitching is a nice addition, as is the red stitching on the shifter boot. An 8.0-inch infotainment screen also comes as standard and includes Apple CarPlay and Android Auto.

Local buyers have two option packages available, namely the Luxury Package and the Sound & Style Package. The first of these is priced at AU$3,500 (US$2,696) and includes individually heated front seats, a panoramic glass sunroof, and Vienna leather-appointed seat upholstery. The AU$2,000 (US$1,541) Sound & Style package brings satellite navigation, adaptive chassis control with Driving profile selection, a Beats 300W premium sound system, Composition Media audio system, and progressive steering. Our test car had this package and it is well worth the money.

You don’t need a GTI or R badge to have fun in a VW

As the name of the model implies, it delivers 140 kW (187 hp) (and 236 lb-ft (320 Nm) of torque) thanks to a 2.0-liter turbocharged four-cylinder. That is all you could possibly need for a compact SUV like this and adding to the package is VW’s excellent seven-speed DSG dual-clutch transmission which drives all four wheels via the 4MOTION AWD system.

If you were to close your eyes and pin the throttle (something we do not recommend), one could be easily fooled into thinking they were driving a hot hatch. The acceleration of the T-Roc 140TSI Sport is very impressive. It builds up speed with refinement and ease, pushing you back into your seat as the transmission snaps through the gears. We suspect most owners will be more than satisfied with the performance, even though this isn’t the full-blown R variant offered in some markets.

Read Also: McChip’s Stage 4 VW T-Roc R Can Beat The Tiguan R All Day, Any Day

In the T-Roc you can choose between a number of different modes suited to both on- and off-road driving. We found the ‘Sport’ setting to be the best option for the street as it helps to liven everything up and make the vehicle feel that much tauter through the bends. Speaking of the bends, the T-Roc performs well at cornering, although it is quite easy to push into understeer if you overstep the limits of adhesion.

Volkswagen has also provided the T-Roc with Offroad, Offroad Individual, and Snow modes. While these are nice inclusions you won’t find on a Golf, they certainly don’t transform the SUV into a hardcore off-roader.

One particularly interesting aspect of the driving experience is how small the T-Roc feels. Indeed, it feels no larger than an Mk7 Golf, allowing you to enjoy all the advantages of an SUV with the all-wheel drive system without feeling like you’d tower over a Golf at the traffic lights.

All T-Roc models sold in Australia come loaded with heaps of important safety systems. These include autonomous emergency braking with pedestrian and cyclist detection, adaptive cruise control, blind-spot monitoring, rear-cross traffic alert, lane-keep assist, and park assist. We found the lane-keeping assist system to be particularly effective.

Local pricing starts at AU$31,700 (US$24,426) for the 110TSI model and increases to AU$40,490 (US$31,200) before on-road costs for the 140TSI Sport that we tested, free of any options packages.

I’ll be the first to admit that I haven’t always been fond of the trend towards crossovers and SUVs. However, after spending a week with the T-Roc, I am starting to see why so many consumers prefer them.

PHOTO GALLERY

more photos…

Photo credits: Brad Anderson / CarScoops

These Are 10 Interesting Features Of The Ford Mustang Mach-E

The 2021 Ford Mustang Mach-E has started to land in the hands of customers in the United States and journalists had the opportunity to check it out.

In this video from Jason at Engineering Explained, we find out about 10 of the EV’s intriguing features. Not everyone will like them, but they do all influence the overall experience of the Mach-E to varying degrees.

One of the cool features that the YouTuber is a big fan of is the keypad located on the B-pillar that allows owners to get inside without the need for a key or their smartphone. Ford first introduced a keypad like this back in 1980 and it remains just as handy today as it was four decades ago. Speaking of the B-pillars, they also house illuminated buttons that are used to open the doors. A small grab handle has also been neatly incorporated just below the button.

Read Also: The Mach-E Is Like No Other Mustang Before, So Why Did It Get That Name?

Another interesting feature of the Mustang Mach-E is its frunk that includes a drain plug, meaning you can load it up with all kinds of stuff without worrying if something spills out – you can just drain it and, if it gets dirty, you can also rinse it out.

Anyone who buys a Mach-E will also get access to a smartphone application that allows you to lock and unlock the vehicle, start it up, and open up the trunk. The app also displays tire pressures.

Those in the market for a Ford Mustang Mach-E can pick one up from $42,985 before EV tax incentives. The entry-level Standard Range RWD variant has a 75.7 kWh battery and has been rated by the EPA at 230 miles (370 km) of range over the combined cycle.

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2021 Dodge Charger SRT Hellcat Redeye Is Mad, Bad And Dangerous To Know

The 2021 Dodge Charger SRT Hellcat Redeye is one hell of a performance sedan and Doug DeMuro recently had the opportunity to get his hands on one.

The example reviewed is finished in a dark shade of purple and includes a matte black hood as well as a peanut butter-colored leather interior.

However, the real headline of the Charger SRT Hellcat Redeye is its engine, a 6.2-liter supercharged V8 delivering 797 hp and 707 lb-ft (958 Nm) of torque, all of which is sent to the rear wheels.

Watch Also: 2021 Dodge Charger SRT Hellcat Redeye And Wet Weather? This Should Be Fun

During his review, DeMuro speaks at length about the interior and how outdated it has become. After all, the current-generation Charger has been in production since 2011 and isn’t just filled with cheap plastics and flimsy buttons, but is missing modern features like adaptive cruise control. The reversing camera is also very low-resolution and there aren’t even automatic windshield wipers, nor a wireless charging pad.

However, as DeMuro says, those buying a Charger SRT Hellcat Redeye simply don’t care about the interior. All they care about is power and that’s exactly what it delivers, accelerating like a bat out of hell and spinning up the rear wheels at the drop of a hat.

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The Audi RS2 Is A Porsche-Built Amazing Oddity From The 1990s

The Audi RS2 is one of the automaker’s most intriguing performance models and Doug DeMuro recently picked up the keys to one.

In the 1990s, Audi was struggling and decided to launch a new performance car. To make the RS2 a reality, it recruited the help of Porsche and set about creating a go-fast version of the 80 Avant. This was the result.

Watch Also: The Audi RS2 Is An Incredible Machine That You Can Now Enjoy In The U.S.

Porsche outfitted Audi’s 2.2-liter inline-five engine with a larger turbocharger, a larger intercooler, a bespoke ECU and a new camshaft, among others. All up, it delivered 311 hp and 302 lb-ft (410 Nm) of torque, which were pretty impressive figures for a station wagon in the early 1990s. With a 0-60 mph (96 km/h) time of 4.8 seconds, DeMuro says it was so quick that it took Audi a decade to produce a road-legal car that could out-accelerate the RS2.

It’s not just the engine that Porsche worked on. The RS2 also features Porsche brakes, wheels from a 911 Turbo, and a bespoke suspension setup, again done by Porsche. In fact, the RS2 was actually built at Porsche’s factory.

So, why did Audi tap Porsche on the shoulder to build the RS2? Well, it’s quite simple. At the time, Audi didn’t have the reputation needed to produce a high-performance street car like the RS2, despite its motorsport success. By linking up with Porsche, it got the credibility it needed. As for Porsche, it agreed to the deal as it was near bankruptcy at the time and simply needed the money.

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Is The V10-Powered BMW M5 E60 Worth The Maintenance Risk?

When the E60-gen BMW M5 came out in 2004, with its menacing naturally aspirated V10, many thought that sports sedans couldn’t get more exciting.

The 5.0-liter engine, which was shared with the M6, developed 500 HP and 384 lb-ft (520 Nm) of torque, for a 0-62 mph (0-100 km/h) of 4.7 seconds and a 155 mph (250 km/h) electronically limited top speed.

Unlike the AWD modern M5, the range-topping E60 was rear-wheel drive. It was offered with an optional six-speed manual gearbox in North America, and with a seven-speed SMG semi-automatic in the rest of the world, although the latter did not do justice to an otherwise great sedan.

Video: Here’s A Love Letter To The BMW E60 M5’s Epic V10 Engine

Made during the Chris Bangle era and criticized for the controversial looks, it has nevertheless aged quite nicely inside and out. Moreover, even after more than a decade of constant use, this 2008 example, bought three years ago for around $34,000, feels robust. The high quality interior is still in very good position despite sitting in the sun for 12 years, and that’s one of the things that matters.

Another one is that, in the right setting – and the M5 E60 has 279 powertrain and chassis combinations to choose from – it is surprisingly comfortable. It was built as a highway cruiser, but it doesn’t disappoint on a twisty road either. Sure, the steering ratio needs more finesse and the inflatable seat bolsters will kick you in the ribs every time you turn the steering wheel, but the M5 really comes to life at higher speeds.

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How Does A $100k 2007 Maybach 57S Compare To A 2020 Mercedes-Maybach S560?

The story of the revived Maybach brand and its failure to compete with established super luxury brands like Rolls-Royce and Bentley is too well know so there’s no need to repeat it once more.

Nevertheless, the Maybach 57 and 62’s defeat by the likes of Rolls-Royce Phantom and Bentley Arnage had nothing to do with the quality of the German super luxury sedans. As the following video from Throttle House reveals, the Maybach 57 and 62 were rock solid luxury saloons that offered a level of quality modern-day Mercedes-Maybach models struggle to replicate.

Speaking of today’s Mercedes-Maybach, the comparison pits a 2020 Mercedes-Maybach S560 against a 2007 Maybach 57S. You’d think 13 years is a big difference and the S560 will have no trouble whatsoever defeating the old car.

Watch Also: The Maybach 57S May Have Lost $300,000 In Value, But It’s Still As Luxurious As Ever

Well, things are more complicated than that. Obviously, money is the main criteria here and the fact of the matter is the 2020 S560 costs more than twice as much as the 2007 Maybach. For the equivalent of $83,650, you can pick up this exact 57S from Canada, while a high-spec Mercedes-Maybach S560 like this one will set you back around $190,300.

There’s no point arguing here, the Maybach 57S is better value proposition despite being extremely expensive to maintain; after all, the Mercedes-Maybach S-Class is not much more economical to keep on the road either.

When talking about super luxury sedans, owners rate very highly the sense of occasion these cars offer. All things considered, it’s safe to say the old Maybach feel more special than the new S-Class-based Maybach. Everything looks and feels (and pretty much is) bespoke in the 57S, whereas the S560 is, at the end of the day, a well-equipped top-of-the-range S-Class.

The video does not name a winner or a loser, but considering that Daimler reportedly lost over €330,000 ($388,500) on every old Maybach it sold, plus its much more affordable price compared to its modern-day successor, which one would you get?

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The Aston Martin DBX Is Hugely Important For The Brand, But Does It Deliver The Goods?

Roughly one month after production of the long-awaited Aston Martin DBX commenced, Harry Metcalfe has had the opportunity to test the performance-focused SUV.

Aston Martin has spent roughly five years making the DBX a reality, and its future arguably rests on the DBX’s shoulders.

Power is supplied by a 4.0-liter twin-turbocharged V8 sourced from Mercedes-AMG that is rated at 542 hp and 516 lb-ft (700 Nm) of torque. This engine is mated to a nine-speed automatic transmission that’s coupled to an advanced four-wheel drive system. Aston Martin says the DBX requires just 4.5 seconds to accelerate from naught to 62 mph (100 km/h) and will top out at 181 mph (291 km/h).

Read Also: Aston Martin DBX Luxury SUV Enters Production In Wales

When driving the DBX, the first thing Metcalfe discusses is the air suspension. Not only does it offer an adjustable ride height, but it apparently absorbs bumps beautifully. What’s more, he says that the handling dynamics are “extraordinary,” thanks in no small part to the trick anti-roll bars that use 48-volt technology.

The veteran journalist recently had the opportunity to test out a Lamborghini Urus on the same roads where he reviewed the DBX, and the Aston Martin seems to handle just as well, if not better. However, the SUV is not perfect, with Metcalfe pointing out that the braking is the vehicle’s weak point. He also says that the DBX is not “crazy quick” like the Urus, but is nevertheless more than fast enough.

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