Category Archives: Car review

Car review

Porsche 911 Carrera T

The Porsche 911 Carrera T may not have as much horsepower as some of its counterparts, but its 380bhp still provides plenty of manageability. Even in wet conditions, the rear tires with a 305-section offer good traction, thanks to the 911’s rearward weight distribution. The car feels quick even when you can’t fully utilize its power in the lower gears.

Porsche introduced the Wet mode in the current 911. It goes beyond adjusting the electronic traction and stability aids; it also modifies active cooling, active aerodynamics, automatic gearbox, and torque vectoring settings as needed.

However, the effect of Wet mode on the manual, rear-drive Carrera T feels subtle. It does not act like a traction management system that prevents wheelspin in standing water. Nevertheless, Wet mode does seem to optimize standing starts. Our fastest 0-60mph runs of 4.8sec and 4.9sec were recorded with Wet mode active, only slightly off Porsche’s claimed time of 4.3sec in optimal conditions.

The Carrera T’s flat six engine delivers a crisp, progressive, and free-revving power delivery. The engine’s boost takes a moment to build, but then it provides thrust across a wide range of revs and continues to perform well beyond 7000rpm.

Despite producing “only” 332lb ft of torque, the Carrera T accelerates impressively in gear and maintains its power throughout the rev range. In fourth gear, it took just 3.4sec to go from 50-70mph in wet conditions, while the Chevrolet Corvette C8 achieved the same in 3.1sec in dry conditions. The Porsche can reach almost 140mph before shifting to another gear.

Overall, the Carrera T’s powertrain exhibits a deep-founded strength, impressive flexibility, and satisfying performance, considering it is the least powerful engine in the 911 lineup.

The manual gearbox complements the engine well with its carefully chosen ratios and a satisfying shift action. It has a short and solid feel, making it intuitive to use. The seven-gear configuration is easy to manage, with the seventh gear primarily used for relaxed motorway cruising.

Track notes

Even in wet weather, the Carrera T performs well on the Millbrook Hill Route. It maintains grip and stability while navigating bumpy and adverse-cambered corners. The regular P Zeros tires handle standing water efficiently, providing enough traction for spirited driving.

The four-wheel steering system and Wet mode stability controls contribute to the car’s stability during turn-ins and reduce throttle-off oversteer, which is common in 911s. These features are beneficial for high-speed driving. However, when you want to push the car’s limits and deactivate the electronic aids, it may require more aggressive driving to achieve the desired level of engagement. It doesn’t always feel as natural and progressive on the edge as it could be.

Car review

Maserati Granturismo

The Maserati Granturismo offers good visibility, allowing drivers to confidently navigate the road. Despite its large dimensions, measuring nearly five meters in length and two meters in width, it still feels compact. While it may not be as exhilarating as the Porsche 911 Turbo, it does feel lighter on its feet compared to the Bentley Continental GT.

When it comes to long-distance journeys, the Granturismo excels at providing a comfortable and relaxing experience. It boasts impressive noise isolation and a smooth ride on well-maintained roads. The interior features high-quality materials, matching the standards set by its luxurious rivals. The center console proudly displays Maserati’s latest touchscreen infotainment system, although it may have an overwhelming number of functions.

The driving position is low, creating a sporty feel, and the car can comfortably accommodate four average-sized adults. However, rear passengers may have compromised visibility. The boot offers a decent 310-litre capacity, although it is relatively low.

In terms of pricing, the Trofeo variant starts at £166,830 in the UK, placing it in direct competition with the Bentley Continental GT V8 and being £10,000 more expensive than the 911 Turbo.

While it may not possess the aristocratic image and supreme comfort of the Bentley, nor the sharp dynamics and adrenaline-inducing speed of the Porsche, the Granturismo has significantly improved in performance compared to its predecessor. However, some may find its engine lacks the same charisma as its predecessor. Nonetheless, the Granturismo still offers a magnetic Italian style, charm, and personality that sets it apart in this exclusive market segment.

Car review

Lamborghini Huracan Sterrato

The Lamborghini Huracan Sterrato is a special edition model that features rugged plastic cladding, rally-spec lights, Bridgestone Dueller run-flat tyres, and comes with a price tag of £232,820. While there are still a few available, they won’t be around for long.

The development of the Huracans, and other Lamborghini super-sports cars, usually focuses on measurable performance parameters. Some of these parameters apply to the Sterrato, but there was also an emphasis on the subjective aspects of the car. After all, it’s hard to quantify the happiness it brings.

Despite being a Lamborghini, known for their flamboyance, the Sterrato’s interior is more standard Huracán-spec. The only notable differences are the switch for the spotlights, some instrumentation changes, such as an inclinometer, compass, and steering angle indicator, and a new Rally calibration on the driving-mode selector. Other than that, the car retains the naturally aspirated 5.2-liter V10 engine, which produces a loud bark to a loud idle.

Surprisingly, for a car that looks so aggressive, the Sterrato is actually quite comfortable to drive on the road. With its 235/40 R19 front and 285/40 R19 tyres, it offers a relaxed and absorbent ride that contrasts with the sharpness of its 602bhp engine and quick seven-speed dual-clutch automatic transmission.

On British roads, the Sterrato feels smooth and easy to handle. The steering response is velvety, making it effortless to navigate changes in direction. In Strada mode, which softens the powertrain, the Sterrato becomes an enjoyable and easy companion for everyday driving.

Car review

Mercedes-Benz CLE

Is the Mercedes-Benz CLE more like a pumped-up C-Class or a slimmed-down E-Class? At first glance, its size might lead you to think it’s more like the former.

However, once you step inside, it becomes obvious that the CLE’s interior is derived from the C-Class. The distinctive quartic air vents, tapering fascia panel, and glossy black center stack and transmission tunnel all give away its C-Class roots. It may disappoint those hoping for the wider and more expansive fascia of the E-Class.

The lower fascia plastics also lack the tactile material quality of an E-Class, with a hint of hard and reflective cheapness. Mercedes tries to distract you from this with its usual flashy chrome and gloss carbon fiber. Overall, the ambience is rich enough but not as lavish and expensive-feeling as some might expect.

However, the CLE boasts impressive digital technology. It features the new E-Class’s third-generation MBUX infotainment system, which has a more powerful processor and a simplified top-level menu system with larger icons. It also offers fully integrated and connected compatibility with Android apps like TikTok, Webex, and Zoom (note that video conferencing apps only work when the car is parked). The revised home screen layout improves usability.

While owners of the E-Class Coupe may find the material quality in the CLE not up to par with their old car, they will appreciate the digital technology that Mercedes emphasizes. The car also provides decent usable space. The front seats offer generous elbow and headroom, even for taller adults. In the back, it’s more suitable for smaller adults or children, but it’s still an improvement from the cramped C-Class Coupe and slightly better than its main rivals: Audi A5 Coupe and BMW 4-Series Coupe.

Car review

Review of Used Ford Fiesta (Mk7)

The Ford Fiesta has never been known for its premium interior, and even in the higher trim levels, it falls short in terms of materials and overall aesthetics. The interior looks and feels plain and hard in certain areas, with rival superminis offering more expensive-looking materials.

While Ford has made efforts to modernize and improve the ambience of the car, such as introducing a 12.3-inch digital instrument panel in upper trim-level cars, it lacks the configurability seen in other systems. The inclusion of faux carbon fiber trim and blue accent trims feels like an attempt to add some visual appeal to an otherwise ordinary driving environment, but it doesn’t quite hit the mark.

The Fiesta’s driving position is generally comfortable. The front seats are a bit flat and narrow, as is often the case with superminis, and they lack adjustable cushion angle and lumbar support. Despite these shortcomings, they provide adequate comfort for average trips.

The raised ride height of the car doesn’t significantly improve access for most drivers, unless they have a height-adjustable driver’s seat. In terms of space, the second row is average for a supermini. Taller individuals may feel a bit cramped, especially when it comes to headroom. However, smaller adults and children will find the space comfortable enough, which is what is typically expected in this class of car.

The boot space is also average for its class and not particularly well-designed. The loading lip is quite large and may be obstructive, and the hinges for the back seats can also be problematic. Additionally, the seat backs don’t fold away completely flat, limiting the practicality of the expanded storage area.

In terms of infotainment, the Fiesta is equipped with Ford’s old-generation Sync3 touchscreen system. It includes factory navigation as standard, with permanent button controls for frequently accessed menus. However, it lacks the connectivity features found in rival systems. While wireless device charging is available, smartphone mirroring still requires a wired connection.

Other features of note include physical blower controls, chunky knobs for volume and radio tuning, and convenient thumb consoles on the steering wheel spokes for radio station skipping. Overall, the Fiesta is user-friendly and allows for seamless interaction with secondary systems without distracting from driving. However, it falls short in terms of style, quality, sophistication, and well-packaged practicality compared to other superminis in its class.

Car review

Hyundai Kona

The interior design of the Hyundai Kona is both radical and traditional. The curved display houses dual 12.3-inch screens for the digital gauge cluster and infotainment, which are standard features. The centre console has a “brushed aluminium” finish, giving it a retro look with its chunky buttons. However, the entry-level Advance trim has a sea of black plastic with no soft-touch luxury. The practicality of the interior is impressive with ample space in the centre console, roomy door bins, and a small shelf on the passenger side.

One interesting aspect of the Kona is that the floor varies depending on the powertrain chosen. The EV and hybrid models have a higher floor due to the battery placement, resulting in more headroom and a better driving position. Rear passengers in the EV model enjoy a hump-free floor, generous head and legroom, and a reclining backrest. The Kona offers a spacious boot with 466 litres of capacity, along with 40/20/40-split folding rear seats.

The multimedia system of the Kona is well-designed and user-friendly. It features physical shortcut buttons for the climate controls, a high-quality screen with customizable menus, and good responsiveness. The navigation and voice control function excellently, and phone mirroring is integrated seamlessly. However, wireless phone mirroring is not available, and the configurable shortcut buttons have limited functions. Upgrading to the N Line S or Ultimate trims adds a Bose sound system.

Multimedia system

While other manufacturers are removing buttons and integrating controls into touchscreens, Hyundai retains physical shortcut buttons for the multimedia and a separate console for climate controls. The multimedia system boasts a stylish and intuitive interface, extensive configurability, and good responsiveness. The navigation and voice control are excellent, and phone mirroring is well-integrated. However, the lack of wireless phone mirroring and limited functions for configurable shortcut buttons are minor drawbacks. Opting for higher trims adds a Bose sound system for improved audio quality.

Car review

Chevrolet Corvette Z06

The Chevrolet Corvette Z06 is known for its powerful engine and impressive performance. While it may not have the traditional rumble of a small-block V8, its flat-plane-crank V8 engine offers a smooth and consistent idle. However, when you step on the accelerator, you’ll experience the immediate response and high-revving capability that make the LT6 engine stand out. The Z06’s performance becomes more dramatic as the revs increase, especially above 4000rpm.

The engine delivers power in a linear and progressive manner. When driven at higher speeds and revs, it gains an extra surge of power. Although not as dramatic as a Honda VTEC kick, this characteristic is still noticeable and adds to the driving experience.

As the engine approaches its redline at 8600rpm, it unleashes a thrilling metallic sound that rivals the exhaust notes of top European sports cars. In terms of acceleration, the Z06 performs exceptionally well. With warm Cup 2 R tires and optimal grip, it can reach 60mph from a standstill in just 3.1 seconds, 100mph in 6.8 seconds, and complete a quarter-mile in 11.2 seconds. These figures surpass those of a Porsche 911 GT3 PDK but may be outperformed by turbocharged or hybrid-powered rivals like the Porsche 911 Turbo S, McLaren 720S, or Ferrari 296 GTB.

On normal roads, the Z06 offers various driving modes that can be adjusted to suit different preferences and conditions. While some testers may find the selection overwhelming, it doesn’t cause major issues. The carbon brakes provide manageable bite and progression, and the dual-clutch gearbox delivers quick and precise shifts. However, it’s the V8 engine that truly shines, with its impressive power, responsiveness, sharpness, and mechanical charm.

Track Notes (Hill Route, Millbrook Proving Ground)

While the Chevrolet Corvette Z06 excels on wide and fast circuits like Silverstone or Laguna Seca, it still demonstrates impressive pace and handling precision on the tighter bends of the Millbrook Alpine Hill Route. Its stiff chassis provides excellent stability, allowing for precise turn-ins and maintaining grip even at high speeds. The dampers work effectively, distributing the load evenly on the tires, and the electronic stability aids offer confidence when accelerating out of corners.

When the stability aids are turned off, the Z06’s rear axle, equipped with 13-inch-wide tires, can be provoked into predictable oversteer. Controlling the car may require quick reflexes, but it remains manageable and predictable at its limits.

Car review

Nissan X-Trail

The front of the Nissan X-Trail bears a strong resemblance to the Nissan Qashqai, with only a few minor differences in color and trim. The dashboard is the same as the smaller Nissan SUV, and while some may have expected more for the higher price, there is little to complain about.

Although other cars may have a more avant-garde style, the X-Trail still looks modern. It features soft-touch materials and has been designed with practical usability in mind. The climate control panel uses physical buttons instead of glossy black plastic that easily shows fingerprints.

The biggest change in the X-Trail compared to the Qashqai is the center console. It has a floating design with space beneath it. On top, it offers generous cupholders, a wireless phone charger, a 12V socket, a USB-A port, and a USB-C port. The rear seats also have a USB-A and USB-C port.

However, it’s important to study the brochure because lower trims are slightly stripped down. For example, the Visia trim has fewer USB ports and doesn’t come with an infotainment screen. The digital gauge cluster is only available on N-Connecta and higher trims. Lower grades have analogue gauges with a smaller 7.0-inch screen. The 12.3-inch digital cluster in our test car is not highly customizable but effectively utilizes space and provides clear information.

The X-Trail offers a great experience in the front seats. However, as an SUV with the option for a third row (which comes with an additional price increase), it is primarily a vehicle purchased for its spaciousness. In this aspect, it may be slightly disappointing compared to similar models, depending on what you compare it with.

When compared to rivals like the Toyota RAV4 or Kia Sportage, the X-Trail provides generous rear-seat space, with 100mm more legroom than the Toyota. However, among other seven-seat SUVs, it doesn’t fare as well. Although there is more legroom than in a Kia Sorento when the second row is slid all the way back, there is still not enough legroom for the third row. To make the third-row seats in the X-Trail usable, even for small children, the second row needs to be slid forwards considerably.

Adding to the challenge is the hybrid battery located under the passenger compartment, which raises the floor and compromises the seating position. The X-Trail also doesn’t have the most spacious boot. With the third row folded away, it offers 485 liters of space. This increases to 575 liters in the five-seat hybrid and 585 liters in the five-seat mild hybrid. In comparison, the RAV4 has 580 liters, the Sportage hybrid has 587 liters, and a seven-seat Kodiaq has 765 liters.

Multimedia system

When we tested the Qashqai, we found the infotainment system to be unremarkable but outdated. This is still the case with the cheaper versions of the X-Trail, as the system is carried over. However, N-Connecta versions and above of both the 2023 Qashqai and X-Trail come with a new 12.3-inch system that greatly improves the experience.

The graphics are sharp, and the screen boots up and responds quickly. There’s a permanent bar of shortcuts on the right side of the screen, as well as a physical volume knob and buttons for tuning and switching between day and night modes.

The software is user-friendly, allowing customization of the home screen. The navigation system is decent, and it supports wireless Apple CarPlay and wired Android Auto. Our test car was equipped with the upgraded Bose stereo, which provided good sound quality, although some occasional crackling was noticed from the speakers.

One peculiar aspect is that the vehicle settings need to be adjusted through the gauge cluster using the steering wheel buttons, rather than through the touchscreen.

Car review

Lotus Emira i4

Lotus and AMG may not be considered kindred spirits, but thanks to Chinese car-maker Geely, their paths have crossed and led to the creation of an interesting and potentially excellent little sports car.

To understand how we got here, let’s backtrack a bit. In 2010, Geely acquired Volvo from Ford. Seven years later, Geely took a major stake in Malaysia’s Proton, which included control of Lotus. Geely has since transformed Lotus into an EV-only brand, with the Eletre SUV being its first venture. However, the Emira, built in Hethel, marks the end of Lotus’s combustion-engine era. It comes with the familiar Toyota V6 engine, as well as one of the most powerful four-cylinder units currently in production.

This is where Geely’s behind-the-scenes work becomes evident. In 2018, Geely acquired a roughly 10% stake in Mercedes-Benz, primarily due to its interest in the German company’s electromobility vision. Around the same time, AMG was developing the M139 engine, which surpassed even the renowned V8s in performance. When Lotus needed an engine for the Emira range, CEO Matt Windle turned to AMG and struck a deal. With Geely’s support, crates stamped ‘AMG’ now arrive in Norfolk.

Car review

Porsche 718 Spyder RS

Porsche’s V10 monster, the Carrera GT, is known for its impressive sound. However, there is an interesting detail about this car that many people overlook.

While the engine provides an incredible auditory experience for bystanders, the driver inside the car doesn’t get the same intense sound. Ironically, the best experience is actually outside the vehicle.

On the other hand, the 718 Spyder RS is an exceptional car in many ways. It is the last petrol model on Porsche’s mid-engined platform and the only RS car that is not specifically designed for track use. It is also the first time since the Carrera GT that Weissach has created an open-air, purist’s car.

But what truly sets the Spyder RS apart is its animalistic nature. It is arguably the most beast-like car available for purchase, considering it doesn’t cost a fortune and can be driven on a daily basis. When the engine surpasses 8500rpm, the metallic roar emitted from the airboxes on the body’s hips is indescribable.

This car is related to the Cayman GT4 RS, but with some changes that make it more suitable for road driving. Both models share the same 493bhp 4.0-litre naturally aspirated flat six engine from the 911 GT3, but the Spyder RS is mated with a short-ratio PDK gearbox. Andreas Preuninger, the head of Porsche’s GT division, emphasized that the Spyder RS is a driver’s car, prioritizing the enjoyment of open-road driving over lap times.

Now, why doesn’t the Spyder RS come with a manual gearbox? According to Preuninger, there are two reasons. First, the six-speed manual gearbox used in the regular 718 Spyder has longer gear ratios that are not suitable for the higher revs of the RS. Second, the six-speed manual gearbox from the 911 GT3 is physically too long to fit in the mid-engined 718, as it is designed to flow forward from the flat six engine in the rear-engined 911.