Category Archives: Car review

Car review

Rolls-Royce Spectre prototype

The Rolls-Royce Spectre prototype, designed for Rolls-Royce customers who typically own multiple cars, is expected to have limited usage as an electric vehicle. Although Rolls-Royce owners only drive around 3000 miles per year in their vehicles, the Spectre is equipped with a peak charge rate of 195kW during rare visits to fast chargers.

Featuring a 700kg battery positioned beneath the cabin floor, the Spectre’s design incorporates a flat underside to achieve a drag coefficient of 0.25. The aerodynamic sculpting includes the widest and sleekest Rolls-Royce grille to date, tail-light housings that minimize air resistance, and a gently sloping tail that meets impact regulations. Even the iconic Spirit of Ecstasy ornament has undergone extensive wind tunnel testing.

Traditionally, Rolls-Royce coupés have prominent grilles and long bonnets, however, as Rolls-Royce aims to transition to fully electric vehicles by 2030, the necessity of these design elements may change.

The Spectre’s side profile showcases the longest doors ever fitted on a modern Rolls-Royce, measuring 1.5m each. Inside, the lavish interior accommodates four passengers, featuring familiar chair styles and luxurious surface materials, ensuring existing Rolls-Royce customers feel at home. CEO Torsten Müller-Ötvös emphasizes the desire for customers to always recognize the Rolls-Royce experience, even blindfolded (not recommended during test drives).

The interior boasts broad leather seats, thick woolen carpets, and authentic metal or composite major switches. Preserving the traditional Rolls-Royce feel, the Spectre aims to recreate the experience of driving a mid-century Rolls, despite incorporating a new drivetrain.

The Spectre uses a version of BMW’s iDrive infotainment system, offering both a touchscreen and a rotary controller. Rolls-Royce has customized the appearance and software for intuitive navigation, and the climate dials provide a satisfyingly analogue experience. Compared to BMW’s i7 or the Mercedes S-Class, the Rolls-Royce approach offers a refreshing option for luxury, allowing users to disconnect from the digital world and enjoy a quieter, more serene driving experience.

Car review

Mercedes-AMG GT 63 S E Performance 4dr Coupe

The Mercedes-AMG GT 63 S E Performance 4dr Coupe offers a unique driving experience with its hybrid powertrain. When you start the car, you are greeted with a synthesised electric pulse, indicating that the hybrid system is ready. By default, the car operates quietly in electric mode, only engaging the powerful V8 engine when you select the driving mode.

The car is designed to be versatile, with a wide range of operating modes from Comfort and EL (electric) to Sport+, Race, and Drift. However, while the GT 63 S E Performance offers impressive dynamic capabilities, there are some compromises in its finer details.

At low and medium speeds in Comfort mode, you may notice occasional jerkiness from the gearbox and inconsistent throttle response. There is also a noticeable high-frequency noise coming from the rear-mounted electronics, which can be distracting and unexpected in a luxury GT car.

Switching to Sport or Sport+ mode brings out the expected thunderous sound from the V8 engine, especially with the addition of AMG’s sports exhaust. However, the overall sound of the combustion engine lacks the distinctive character you would expect from an AMG super-saloon.

When it comes to performance, the GT 63 S E Performance exceeds expectations. It accelerates from 0 to 60mph in just 2.9 seconds, 0 to 100mph in 6.6 seconds, and completes the standing quarter-mile in 10.9 seconds. It also impresses with its 30-70mph acceleration time of 2.5 seconds. In comparison to the BMW M5 CS, the GT 63 S E Performance sets new benchmarks.

Under full acceleration, the car feels powerful and responsive, with consistent thrust throughout the rev range. However, it is worth noting that the GT 63 S E Performance relies heavily on its combustion engine, which is highly stressed and lacks the free-revving nature of other AMG models.

In the sportier driving modes, the car has an interesting quirk where it reserves a portion of the electric rear axle’s boost as a “push to pass” feature. This extra power is only accessible by pushing the accelerator pedal beyond its kickdown point. While this may make the driver feel like a Formula 1 star, it adds complexity to the driving experience and can be challenging to manage at the limits on a track.

Car review

Kia EV9

When you approach the EV9 for the first time, the first thing that catches your attention is its fresh and appealing new styling. It has a modern front panel, sleek headlights, cladding along the body sides, and a simple tailgate design. Although it’s long and boxy, it’s a unique car that doesn’t deter new arrivals.

Similar to its smaller sibling, the Kia EV6, the EV9 is built on the Hyundai Group’s EV-specific Global Modular Platform (E-GMP). It shares many hardware components with the EV6, including its independent multi-link suspension and powertrain. The EV9 is available in both rear-wheel-drive and four-wheel-drive versions.

The base models of the EV9 have a 200bhp motor that sends 258lb ft of torque exclusively to the rear axle. This allows the car to accelerate from 0-62mph in 9.4 seconds. The 4×4 version incorporates two motors of equal power (189bhp each) mounted at the front and rear, giving the car a total of 378bhp and a 0-62mph time of 6.0 seconds. With an additional over-the-air software update, torque can be boosted from an impressive 442lb ft to 515lb ft, reducing the 0-60mph time by 0.7 seconds.

The EV9’s controls are smooth and responsive, making you forget that it’s an electric vehicle. It offers a quiet motor and a range of nearly 300 miles, depending on your driving style. The car’s motion is controlled using a small switchblock on the right side of the steering column, and there are additional buttons on the steering wheel for various functions, including an easy one-touch operation to disable the lane-keeping assistance. Similar to other Hyundai and Kia EVs, the regenerative braking can be adjusted using steering wheel paddles.

This test car is a mid-range version meant for the domestic market, so it lacks some of the features of a high-spec UK EV9 and only has one motor. The braking is powerful and easy to control, and the steering feels most natural in Normal driving mode (Sport and Eco modes are also available). The controls have a smooth, frictionless feel akin to well-known brands like BMW and Porsche. This demonstrates the relentless pursuit of greatness by Kia.

Car review

Mercedes-AMG S63 E Performance

The Mercedes-AMG S63 E Performance is the most powerful S-Class yet, with 791bhp and 1055lb ft of power and torque. However, this increased power comes with the downside of adding 309kg to the car’s weight, bringing it to a total of 2520kg.

Equipped with AMG’s nine-speed automatic gearbox and four-wheel drive system, the S63 E Performance can go from 0 to 62mph in just 3.3 seconds.

Although its performance numbers are impressive, the question remains: can this larger and heavier S63 deliver the same level of engagement and dynamics as its highly rated predecessor?

The S63 E Performance offers seven different driving modes: Electric, Comfort, Battery Hold, Sport, Sport+, Slippery, and Individual. This provides the car with incredible versatility for various driving conditions. In everyday driving, the Comfort mode utilizes both petrol and electric power sources to offer a refined and urgent experience on the motorway, giving the impression that there’s always more power to spare.

Mercedes-AMG S63 E Performance

Switching to Sport+ mode unleashes the true sledgehammer performance of the S63 E Performance, with the electric motor’s torque compensating for any lag as the turbos spool up. This results in acceleration similar to that of a supercar, thanks to the 4Matic+ system and electronically controlled limited-slip differential that provide outstanding traction and determination when applying full throttle. However, due to the combination of two separate gearboxes and the 4Matic+ system, there can be some unruly shunt, particularly at low speeds and when accelerating quickly.

Car review

Human Horizons HiPhi X: A Closer Look

The Human Horizons HiPhi X boasts impressive digital screens, although they were not fully operational during our test drive. Once they are up and running, they are expected to provide a rich digital experience.

The central infotainment console is complex, similar to a Tesla, as it integrates most secondary systems and adjustment functions. From adjusting door mirrors to controlling ventilation settings, everything is done through the touchscreen menu.

Initially, it may seem overwhelming and potentially distracting. However, with time, users will become familiar with which functions can be adjusted while driving and which need to be set before departure.

One positive aspect is that the large display for the front passenger is designed not to distract the driver. It also has the option to be turned off when not in use.

The HiPhi X offers generous space in the first and second rows, while the third row is suitable for adults of average height and below. The overall space is in line with other vehicles in its class.

When it comes to material quality, the HiPhi X may not match the standards of brands like Audi or Range Rover. Nevertheless, considering this is Human Horizons’ first production car developed in just three and a half years, it is an impressive achievement.

The front seats are comfortable and adjustable, and the driving position is more semi-recumbent than upright, giving a unique feel.

The only downside is the limited rearward visibility, which can be improved by relying on the rear-view camera. Fortunately, most owners of this type of vehicle would likely be comfortable using the camera.

Similar to the HiPhi Z, the HiPhi X offers a refined and comfortable driving experience. Despite its size, it handles well on the road and benefits from modern suspension and steering technology. While it may not be an exciting drive, it does a great job of maintaining comfort for the occupants.

Car review

Human Horizons HiPhi Z

hiphi z review 2023

The Human Horizons HiPhi Z is a five-meter long, all-electric, four-door shooting brake GT. It boasts 663bhp of power, an electric range of nearly 350 miles (WLTP certified), and a unique design inspired by Japanese manga and BMW i-brand. The car also pays tribute to the digital technology that Human Horizons believes to be the future of mobility.

The design of the HiPhi Z is quite unconventional, with flashing LED light strips and bulky sensors covering the exterior. It stands out among other electric vehicle (EV) makers who often rely on a more conventional design. Although it may not be as visually appealing as other models like the Porsche Taycan, the HiPhi Z definitely grabs attention.

Inside the car, the digital technology is even more prominent. The car features a motorized door for entry and a slightly high driving position. While the headroom may be tight by luxury car standards, the second row offers ample space for adult passengers. The materials used in the cabin are of high quality, surpassing Tesla at a similar stage of development. The overall ambience is rich and inviting.

One of the main highlights of the cabin is the 15.0-inch touchscreen infotainment system called the HiPhi Bot. It is mounted on a robotized arm, capable of automatically pivoting towards the driver or the front passenger based on their gaze. The system is highly responsive and clear, although the pivot mounting is seen as more of a gimmick than a practical addition. The HiPhi Z caters to those who enjoy the latest mobile phones with large screens and fancy cameras, or those who own the largest OLED TVs for their living rooms.

Car review

Hyundai Ioniq 5 N prototype

Hyundai is keeping a lot of details about its first electric performance car, the Ioniq 5 N, under wraps. This includes information on price, power, torque, weight, battery size, and even how some of the modes work.

However, after driving the car extensively on both road and track, it’s clear that Hyundai’s N division, known for producing engaging hot hatches, has fully embraced the electric era. The Ioniq 5 N delivers a fun and exciting driving experience like no other electric vehicle I’ve ever encountered.

The Ioniq 5 N is a big and tall crossover that has been reinforced in certain areas, similar to what N did with the i20. It features new suspension subframes and unique kinematics, including enhanced camber, quicker steering, a reinforced steering rack, and four-wheel drive with motors at each end. The car also has the ability to divert power as desired by the driver. Other notable features include 235/35 R21 Pirelli P Zero tires, the largest front brake discs ever fitted by Hyundai (measuring 400mm), and improved battery cooling. N aims to make this car suitable for track driving, with a 20-minute drive and 15-minute charging capability.

In terms of driving modes, the Ioniq 5 N offers a wide range of options. It combines the numerous driving-mode combinations found in the i30 N with all the capabilities of a four-wheel drive electric vehicle, including torque-vectoring and adjustable front-to-rear power distribution. The car even features synthetic engine noises, including one that mimics an internal combustion engine, along with a simulated tachometer and gearshift via steering-mounted paddles. An engineer sitting beside the driver prevented the use of the drift mode during the drive, highlighting that the Ioniq 5 N offers more than just silliness. It provides exceptional dynamic performance. This car represents a significant advancement in the fun and enjoyment of electric vehicles, far exceeding what was possible in the previous year’s big EV handling test. While the Kia EV6 GT finished third in that test, the Ioniq 5 N has raised the bar by delivering genuine performance-car capabilities.

Car review

Mazda 2

The new Mazda 2 may not impress in terms of cabin space compared to its wider and more practical rivals. However, what catches the eye is its stylish interior design that is imaginative and attention to detail. The dashboard stands out with its space-conscious architecture and well-integrated features such as unbroken horizontal lines, corralled switchgear, and periscoped instrument cluster.

While the input device for the multimedia system could be positioned more ideally for usability, the ergonomic complaints are minimal. The seating position is slightly higher than desired, but within the norm for the segment. The front cabin feels spacious with 20mm of additional elbow room, even with two adults on board. The rear space, however, is not the most generous for taller passengers compared to cars like the Fiat 500 or Seat Ibiza.

The boot has a decent capacity of 280 liters, although its aperture width could be improved.

Multimedia system

The infotainment touchscreen is neatly placed on the dashboard, and the good news is that you won’t have to touch it while driving. Mazda has provided a rotary input device and physical shortcut buttons for easy control. The touchscreen is deactivated when the car is in motion, which some testers found convenient, while others found it cumbersome to navigate Apple CarPlay using the rotary controller.

Although the Mazda 2 was launched before the existence of CarPlay and Android Auto, both have been added later on. CarPlay works wirelessly, while Android Auto requires a cable. The default interface provided by Mazda may feel a bit dated in 2023, but it is still user-friendly.

Car review

BYD Dolphin

The BYD Dolphin, introduced in 2023, comes with standard adaptive cruise control and lane following. However, the system is not as smooth as some other options available in the market. One annoying feature of the Dolphin is its bongs and spoken message that scolds you for exceeding the speed limit, even if you actually haven’t. Unfortunately, turning off this feature can be a hassle. It would be better if there was a simple button to disable it.

Now, let’s talk about the Dolphin’s potential impact on the small EV market. Looking at its pricing, it seems that the Dolphin could be a game-changer.

The base Active model is priced at £25,490. However, we recommend avoiding it due to its torsion-beam suspension and lack of power. For an additional £1000, you can get the Boost model. The Comfort model, which comes with a larger battery, is priced at £29,490. Finally, the fully loaded Design model will set you back £30,990. Comparing to other options in this price range, such as the MG 4 EV, which has a different character, the Dolphin either offers a considerably larger size or a significantly longer range.

Speaking of range, the Dolphin impresses with its excellent range for a car of this size. In a road test of the Atto 3, we found that the efficiency indicator was overly optimistic. Therefore, we take the Dolphin’s claimed efficiency of 4.1 miles per kilowatt-hour (which translates to 249 miles of range) with skepticism. Nevertheless, achieving a comfortably doable range of 200 miles should not be a problem.

BYD aims for people to buy its cars based on style and individuality rather than just affordability. However, the current version of the Dolphin lacks the refinement in terms of multimedia, chassis, and some interior materials to truly impress. Nevertheless, its attractive pricing may make up for some of its flaws.