Category Archives: Car review

Car review

Volkswagen ID 3

Despite being roomy and very on-trend with its minimalist design and layout, the Volkswagen ID 3’s cabin didn’t previously live up to the high standards of perceived material quality for which VW has become a byword over the past 25 years.

Surprisingly hard- and plain-feeling plastics were employed on the dashtop and the doors, almost all of which were finished in various shades of grey in our test car. Save for a few flashes of glossy black plastic on the centre console and a bit of fabric upholstery on the doors, the test car’s cabin was not only slightly dull to look at but also relatively uninviting to touch. By its own admission, in fact, its interiors were “frustrating”. 

For the new ID 3, though, VW has added plusher materials including a new door trim, now a soft fabric consisting of 71% recycled materials. Soft-touch plastics are also abundant, but glossier items do remain. It’s impressively refined and quiet as well, which in combination with the much more welcoming interior (in our car’s case lifted by the optional interior pack) means the ID 3 is now somewhere you wouldn’t mind spending time.

From a functionality point of view, the ID 3 is considerably more impressive. There’s a real sense of airiness in the front half of the cabin, aided largely by a low-set and entirely clutter-free centre console. There’s no gear selector or manual handbrake lever taking up room here. Instead, it houses a couple of large storage cubbies and cupholders, with plenty of room for phones, wallets, keys and anything else you might care to rid your pockets of. The transmission selector is grafted on to the side of the instrument display, like in a BMW i3.

With a wheelbase longer than that of a Volkswagen Golf and a Kia e-Niro, second-row space is very good, too. Our tape measured typical rear legroom at a very impressive 760mm – 10mm more than you get from the Kia, and only 10mm less than you’ll find in a BMW 3 Series Touring. Headspace isn’t quite as abundant, at 940mm, but average-sized adults will be able to get comfortable easily even when sat behind a taller driver.

Boot space is 385 litres with the rear seats up, which puts it on par with the Golf but behind the Kia, which has a 451-litre load bay. The boot floor is flat, although there’s a fairly sizable loading lip to negotiate.

VW ID 3 infotainment and sat-nav

Even entry-level models come with Volkswagen’s 10.0in Discover Pro Navigation infotainment system as standard. 

This infotainment system was due for an upgrade, with a larger touch screen and back-lit temperature sliders, but frustratingly neither of these features will be introduced until next year. 

It’s now powered by Volkswagen’s 3.5 software version, but our short time with the system still brought up some technical glitches, plus latency and loading issues as seen in the previous model. But all is not lost though, as the system will again receive continuous improvements through over-the-air updates.

Generally, it works well and is graphically rich. It takes practice to learn how best to navigate and operate it, though, and getting familiar is best done with the car parked. Also, the same reservations we had with the Mk8 Golf in terms of usability (lack of control backlighting, lack of shortcut buttons) apply here, too.

You get Apple CarPlay and Android Auto as standard, both of which can be accessed by either USB or Bluetooth connection. You can pair up to two mobile devices to the system wirelessly.

The system will also respond to voice commands, albeit not as consistently as we would like. It will retune the radio well enough when you ask it to, thanks to recognition of ‘natural’ commands. However, asking it to input an address into the nav system was almost impossible in our test car, and depended on just the right order of ‘town/street/number’ input. This needs improving.

Car review

Fisker Ocean

The Fisker Ocean comes with a unique feature called ‘California mode’. With just a touch of a button, the car opens its sunroof and lowers seven of the eight panes in the glasshouse, giving you a near open-air driving experience without actually removing the roof. Another interesting feature is the car’s infotainment screen that can rotate to a landscape orientation when parked, allowing you to stream your favorite TV shows while waiting for the car to charge. These features may seem gimmicky but they add novelty to the overall experience.

However, Fisker hasn’t neglected the substance elsewhere. The company aimed to bring value to the family EV class with the Ocean, and it delivers on that front whether you opt for the entry-level or mid-level price.

In the UK, the mid-level, twin-motor, Ultra-spec model starts from just under £50,000. In comparison, competitors like the Hyundai Ioniq 5, Tesla Model Y, BMW iX1, and Ford Mustang Mach-E AWD have higher starting prices ranging from £51,000 to £65,000. Despite the lower price, the Fisker Ocean offers 106kWh of usable battery capacity and up to 440 miles of WLTP-certified electric range. These figures are on par with more expensive electric vehicles like the Mercedes EQS.

During testing, the Fisker Ocean demonstrated its capability of achieving a range of 375-400 miles on a warm day, comprising a mix of urban, motorway, and country road driving. For those with on-street parking or apartment lifestyles, this car is convenient as it only requires charging once or twice a week. Fast charging is possible at up to 200kW using DC charging or at a nearby on-street AC charging post, making it a suitable option for those accustomed to traditional combustion-engine cars.

Car review

Donkervoort F22

The Donkervoort F22 has a spacious cabin, designed with an extra 80mm of width and 100mm of length compared to its predecessor, the D8 GTO. This means that passengers no longer have to endure a narrow space.

According to Denis, creating the F22 was seen as a gamble. With a Targa-style roof and a hard top for the boot, the F22 has a more car-like appearance compared to previous models. However, owners were accepting of these changes as long as the core rawness of the vehicle was preserved.

The clutch of the F22 provides a medium rare sensation – it is weighty enough to convey a certain level of prestige but not too heavy to make driving in heavy traffic unbearable. The engine, provided by Audi, is powerful and adds to the overall experience of the Donkervoort F22.

One decision owners have to make is whether to opt for power assist or not. The F22’s large front footprint may make one wonder if its boots were put on backwards. However, the unassisted rack can feel beastly at low speeds, but it truly unfurls when driven at higher speeds.

The Donkervoort F22 offers a crisp and resolute driving experience. The brake pedal is strong but provides good feedback, and gearshifting is short, sturdy, and smooth. Overall, the F22 is a physical car with a wild charm.

Car review

Mercedes E Class

In terms of features not available in the UK, the Mercedes E Class does not come with air suspension as an option. Instead, UK buyers will get steel spring suspension with adaptive damping. This may not seem significant, but the air-equipped European press car demonstrated impressive body control and provided a smooth ride over bumps and obstacles. Considering the condition of UK roads, it is a bit of an oversight not to offer this setup to British buyers.

On the positive side, the E-Class handles well for its large size. It may lean slightly in corners, but it offers plenty of grip and precise steering. The rear-wheel steering, which enhances maneuverability on twisty roads, is unfortunately not available for UK buyers. The only real weakness is the spongy brake pedal, which can affect confidence when entering corners.

Despite its increased size compared to its predecessor, the latest-generation E-Class feels more agile. This is especially noticeable when sitting in the rear, thanks to an additional 2cm added to the wheelbase, providing more legroom for rear-seat passengers on long journeys.

Passengers will also appreciate the striking interior design of the E-Class. Taking cues from the EQE, the interior exudes a sense of luxury and elegance reminiscent of a Gulfstream jet. The ambient lighting and high-quality materials add to the overall appeal, and the build quality is top-notch.

Car review

BMW M2

The BMW M2 is known for its fast and smooth performance. The 3.0-litre straight six engine produces a distinct BMW combustion note that sounds incredible. The manual gearlever has a slightly heavy feel but adds to the overall experience of driving the M2.

Unlike the automatic version, the manual M2 doesn’t come with electronic launch control. It has a 10-stage electronic traction control system that can be accessed when the DSC stability control is switched off. Finding the right balance on the traction control is crucial to get the maximum power from the M2 without losing grip. The car can accelerate from 0 to 60mph in 4.5 seconds, almost matching the official acceleration claim of 4.3 seconds.

The M2’s straight six engine offers a broad operating range and linear power delivery, similar to the M3 and M4. The turbo response is quick, with minimal latency if the revs are kept above 3000rpm. The engine can rev up to 7000rpm without feeling strained.

In terms of gearing, the M2 feels long-geared, allowing you to reach high speeds in lower gears. Second gear can take you past 70mph, while third can go well beyond 100mph. Fourth gear is sufficient for normal driving, except on the motorway.

The M2’s chassis provides great mechanical grip, which is evident during stopping distance tests. It offers good lateral grip and remains stable even at high speeds. While the higher mechanical grip level makes it slightly less accessible for on-demand oversteer, the M2 can still be hooliganistic with the help of adjustable driver aids and linear torque delivery.

Track notes (Hill Route, Millbrook Proving Ground)

The M2 demonstrates strong tenacity during stopping distance tests, indicating improved mechanical grip compared to previous models. Although the chassis response is not as agile as the older M2, the car exhibits excellent grip during turn-in and avoids steady-state understeer even at high speeds.

The M2’s high mechanical grip encourages early power application and allows both axles to remain in control. While it may be slightly heavier when sliding, the adjustable driver aids and torque delivery make it a fun and spirited car to drive.

Car review

Hyundai Kona Electric

The Hyundai Kona Electric line-up remains the same, offering two models: the Standard Range and the Long Range. The Standard Range model comes with a 154bhp motor and a 48.4kWh battery, while the Long Range model boasts a more powerful 214bhp motor and a larger 65.4kWh battery. We had the opportunity to test drive the entry-level model, which has an estimated range of 234 miles. Although it falls slightly short compared to rivals like the Peugeot e-2008 (250 miles), it still outperforms the entry-level Volvo EX30 (214 miles).

The Long Range model, starting at a price of £38,595, offers an impressive range of 306 miles, surpassing the Kia Niro EV which shares the same platform. Both variants can charge at a maximum rate of 102.3kW, which may not be groundbreaking but is sufficient given the battery sizes. Additionally, a heat pump comes as standard, ensuring that the range does not dramatically decrease in colder winter months.

In terms of the Standard Range model, it will only be available in the UK in the entry-level Advance trim, featuring 17-inch wheels and luxury amenities such as dual-zone climate control, an auto-dimming rear-view mirror, and front and rear parking sensors.

The Long Range model, on the other hand, offers more trim options including N Line and N Line S trims, which are set to be released in 2024 with 19-inch wheels and unique styling elements. There is also a range-topping Ultimate trim, priced from £43,095, which includes 19-inch wheels, leather upholstery, a sunroof, a Bose stereo system, and additional driver assistance systems.

Car review

Honda ZR-V

The Honda ZR-V, set to arrive in the UK in September, shares many technical features with the Civic. In Europe, it is exclusively available with a hybrid powertrain.

Powering the ZR-V is a 2.0-litre four-cylinder Atkinson-cycle petrol engine that produces 141bhp. However, the engine primarily acts as a generator, either powering the 181bhp electric motor or storing energy in the 1.05kWh battery. While the engine does not directly drive the wheels for the most part, there is a clutch in the transaxle that can connect the engine to the front wheels through an overdrive gear during motorway cruising.

With the engine not being constantly connected to the wheels, the software has more control over its performance. This means that the engine can be shut off, simulate being connected to a CVT or eight-speed automatic gearbox, or maintain a specific RPM to charge the battery, depending on the load.

While much of the ZR-V’s interior design is consistent with the Civic, it does have some unique features. The dashboard features a horizontal strip of air vents and convenient clicky buttons for the climate control. The 9.0-inch infotainment touchscreen, though not the sharpest, offers shortcut buttons and wireless smartphone mirroring for ease of use. The materials used in the ZR-V have been slightly upgraded compared to the Civic, with more soft-touch surfaces on the doors and a sculpted center console with storage space underneath.

Unlike the Civic, the ZR-V does not offer a manual version. As a result, the driving experience is slightly different, positioned slightly higher than the Civic. While the Civic places you low with plenty of legroom and comfortable seating, the ZR-V adopts a more upright seating position, which may appeal to hatchback enthusiasts but potentially disappoint those seeking a true SUV experience.

Notably, the ZR-V is equipped with metal paddles, a feature not seen in Honda vehicles since the iconic NSX. These paddles are used to adjust brake regeneration levels.

Car review

Mercedes-AMG A45 S

The interior of the Mercedes-AMG A45 S is based on the stylish cabin of the standard Mercedes A-Class. The stepped dashboard top, turbine-style air vents, and large twin screens of the MBUX infotainment system are all retained. However, in the AMG Plus specification, there are improved material quality and design enhancements.

The doors and dash feature expansive brushed aluminium sections, which contrast with the glossy black plastic panelling that surrounds the air vents and populates the centre console. In the Plus-spec cars, genuine leather upholstery replaces the microfibre and Artico leather combination, and striking yellow panelling and stitching add to the sporty aesthetic.

The seats in the Mercedes-AMG A45 S are firm and position the driver slightly higher in the cabin. However, they provide excellent support with ample bolsters, and the steering column offers plenty of adjustability.

The functionality of the cabin is also impressive. There are numerous storage cubbies throughout, and the rear seating area offers decent head and legroom, measuring at 690mm and 930mm, respectively. The boot has a capacity of 370 litres, the same as the standard A-Class, and it is 35 litres larger than the Audi RS3 Sportback, its closest rival.

The 2023 facelift of the A-Class range introduced two significant changes. The first is the removal of the trackpad for the MBUX infotainment system. The usability implications of this change are discussed further, but it should be noted that Mercedes did not utilize the freed-up space in the centre console effectively, as it only provides a tray that is slightly too small for most phones.

The other change is the introduction of the new-style AMG steering wheel, featuring a chunky rim and touch-sensitive spokes. The wheel feels comfortable in the hands, but the touch-sensitive surfaces can be easily activated unintentionally. In the A45, the wheel also includes two satellite pods for quickly switching drive modes and adjusting individual parameters, which is particularly convenient considering the multitude of modes available that genuinely alter the car’s dynamic character.

Multimedia system

The Mercedes MBUX infotainment system in the A45 S is impressive, featuring sharp graphics and fluid responsiveness on its two 10.25-inch displays. The integration with wireless Apple CarPlay and Android Auto is seamless.

In the 2023 model, the A-Class removes the trackpad on the centre console, replacing it with a shallow tray that is less useful. While the touch-screen interface is logical, the touch-sensitive surfaces on the steering wheel can be inconsistent in their response.

The S models also come with the AMG Track Pace app, which allows drivers to record lap times and analyze driving data. Additionally, the MBUX Augmented Reality function can project a racing circuit’s ideal racing line onto the head-up display, although this feature was not tested.

Car review

Tesla Model S Plaid

The Tesla Model S Plaid is an impressive electric vehicle in terms of its drivetrain engineering. It can go from 0 to 62 mph in 2.5 seconds, although not quite as fast as Tesla’s claimed time of 2.1 seconds. The car’s efficiency is also noteworthy, with a 3.3 miles per kilowatt-hour rating, resulting in a range of 373 miles. Furthermore, the Model S Plaid can be charged from 10% to 80% in just 29 minutes.

Tesla has prioritized the drivetrain and the 17-inch touchscreen in the Model S Plaid. However, there are some aspects where compromises have been made. The interior, for example, used to have a less luxurious and more basic feel to it. Although it still falls short of the indulgence of a Porsche, it has improved and now offers better materials and a more practical design. The interior is minimalist, with Tesla even removing the column stalks for the wipers, indicators, and drive selector. Surprisingly, most people don’t miss those stalks, but some may feel that traditional controls could provide a slightly better user experience.

One area where the Tesla Model S Plaid falls short compared to the Porsche Taycan is in terms of chassis and refinement. The car is quite noisy on the motorway, and while the ride is satisfactory, it’s not exceptional. There are also noticeable low-level vibrations through the steering wheel, making it less enjoyable to explore the car’s handling capabilities.

One of the biggest issues with the Model S Plaid is its steering. While the round wheel (instead of the controversial yoke) is well-weighted and has a self-centering feature, it doesn’t provide much feedback about the level of grip. Despite having torque vectoring capabilities, the car doesn’t make you feel the effects of it significantly.

When pushed to its limits, the front of the Model S Plaid tends to understeer, even with the stability control system actively intervening. Overall, the car’s size and weight distribution can make it feel less confident on winding roads.

Car review

Aston Martin DB12

Aston Martin chairman Lawrence Stroll’s comment calling the DB11 “slow” seems to have been taken to heart by the engineers. The result is the DB12, a brutally fast car that leans more towards the DBS in terms of speed. The response is almost instantaneous at any speed, and the eight-speed automatic transmission matches the engine perfectly, giving it a super tourer positioning. The gearshifts are crisp and precise, although not as savage as a dual-clutch auto. The engine sounds epic, but not as deafening as Aston’s V12.

We got the chance to drive the DB12 on two fantastic roads in France: the Route Napoléon and the Col de Vence. The former is filled with hairpin turns and second-gear corners, while the latter has faster third-gear turns. The DB12 handles better on the Col de Vence, providing superb body control, stable handling, and plenty of grip. It feels stiffer than the 7% improvement figure suggests, making it an exhilarating sports car in higher-speed corners. You can’t help but crave the next corner as soon as you’ve finished one. However, the DB12 can feel a bit frustrated at lower speeds, with its size becoming apparent and the diff and transmission calibration not quite delivering the same thrills in slower-speed corners. There is definitely room for the more agile Vantage below the DB12, even considering its more sporting positioning.

One of the most transformative aspects of the DB12 is its ride comfort, particularly noticeable around town. Aston wasn’t exaggerating when they said the dampers’ ability had increased. Although you do need to be careful with how you position the car, the low-speed refinement and comfort make you forget you’re driving such a sporty and powerful vehicle. It’s not intimidating at all. While our test route didn’t include many motorway miles, the DB12 seemed impressively comfortable on longer journeys as well.

After a day of driving, however, there were still some control issues that could be improved. Credit to Aston for not relying solely on the touchscreen, but the mix of physical and digital controls gives it a first-generation layout feel. More refinements in usability are planned, with seven more front-engined sports cars, including derivatives, set to follow the DB12 in the next two years. Nevertheless, the perceived quality, technology, and comfort of the DB12 have seen significant improvements, successfully addressing the biggest shortcoming of the DB11.