Category Archives: Long-Term Review

Long-Term Review

Kia Niro EV 2023 long-term test

Our car is fully loaded with all the features you could want. One highlight is the leather-effect ‘vegan’ upholstery, which is made using Tencel fabric from eucalyptus trees. It’s unclear whether this upholstery adds a touch of luxury to the car while still being durable, or if it feels more like a fancier version of a vinyl tablecloth that you can easily wipe clean after a child’s party. At the moment, I’m leaning towards the former option.

We’ve had our Niro for a while now, allowing it to fully settle into our everyday lives before sharing our thoughts. Its size makes it feel compact on the roads, which is a nice change after navigating through tight gaps in a wider BMW iX for 10,000 miles. The Niro’s drivability and acceleration in real-world conditions are excellent.

Unlike its sibling, the Hyundai Kona Electric, the e-Niro used to feel a bit unstable due to the strong torque going to the low-rolling-resistance tires. However, this new version feels more controlled and manageable without sacrificing speed. The hardware is the same, but the tuning has been improved.

The Niro also provides ample interior space. It’s even possible to fit a set of golf clubs in the boot widthways, thanks to the spaciousness and wide opening.

Overall, the Niro is easy to drive, the perfect size, spacious, and comes with good equipment levels. It gives off a similar vibe to what we used to say about the Golf a few years ago.

Second Opinion

The Niro EV is an example of brilliant evolution rather than a revolutionary electric vehicle. Take a car that was already successful, address its minor flaws, and create a mainstream sensation. It’s another reason to compare it to the Golf.

James Attwood

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Kia Niro EV 4 specification

Specs: Price New £42,295 Price as tested £43,040 Options Interstellar Grey with Grey pillar £745

Long-Term Review

BYD Atto 3 2023 long-term test

The BYD Atto 3 impresses with its comprehensive list of features and generous offerings. Available at just under £40,000 for the top-spec Design model, it provides luxurious elements that could put even more expensive cars to shame. Notable features include an electric panoramic roof and bird’s-eye cameras all around the vehicle.

In addition to the impressive features, the Atto 3 also has some quirky details that children would find delightful. For instance, the door pockets are made of tuned guitar strings, which produce distinct notes when touched. The car also comes with a large rotating 15.6-inch touchscreen.

The interior trim of the Atto 3 is uniquely designed. It boasts “vegan leather” in three different colors, along with a dash that combines a brushed metal effect and rolling curves in blue, black, and white. The central screen dominates the dashboard, while a small binnacle sits in front of the driver.

The interior styling of the car draws inspiration from the gym environment, as reflected in the color names, such as Surfing Blue, Skiing White, Climbing Grey, and Parkour Red. Although it may not inspire parkour-like movements, the Parkour Red shade is undeniably attractive.

Despite the gimmickry, the Atto 3 is a practical car with ample cabin space compared to its rivals. The build quality is impressive, and the car feels solidly put together. It also offers a decent split-level boot, although the cover feels flimsy and reminiscent of older Vauxhall models from the 1980s.

On the road, the BYD Atto 3 delivers a comfortable experience, thanks to its smooth ride and large tires. The powertrain provides effortless acceleration, although it is not remarkably fast. The chassis, while not particularly entertaining, is competent and matches the rest of the car’s package.

During the test, there was one issue experienced when using the car for tracking photography. The electric tailgate was kept open for an extended period while driving at low speeds, causing confusion in the car’s systems. As a result, the boot failed to open and close properly, disabling other functions like the cruise control.

Long-Term Review

Audi E-tron GT 2023 long-term test

We are starting a long-term test of the Audi E-tron GT 2023, and I am genuinely interested in this electric GT car and excited to see how our time together will unfold. I am eager to begin this journey and am not starting with any cynicism or ambivalence.

One positive aspect is that this Audi has already proven to be excellent company. It’s not without flaws – it is quite wide, and the parking sensors are overly sensitive – but it glides through the world like a mechanical panther. It is quiet, sleek, smooth, and incredibly fast with its 472lb ft of torque.

The various aspects of the car, such as the cockpit, steering, and overall aesthetics, are more impressive than Audi’s current offerings in other models. The E-tron GT doesn’t try too hard to impress, unlike the RS7, which makes it easy to warm up to. Even in the bright Tango Red color, which isn’t my preferred choice, the car’s rakish silhouette manages to make it work.

So what exactly is this car? We will delve deeper into its Taycan-shared platform later, but it presents itself as a four-door fastback capable of reaching 152mph while remaining low to the ground. It has air springs (standard on the Vorsprung trim) and a motor on each axle, with the rear motor utilizing a two-speed gearbox. The battery, with a capacity of 93.4kWh, is located under the floor. The whole car weighs 2347kg, which is quite heavy, but it is managed effectively.

With a price tag of £113k, the Audi E-tron GT is undeniably expensive. However, when you consider that BMW is asking £85k for an M3 Comp and a 911 Carrera S costs £110k, it becomes a bit more reasonable. Furthermore, when you take into account that £113k is the price for the fully-equipped Vorsprung model with features like a B&O hi-fi system, head-up display, rear-steering, matrix headlights, Pro sports seats, and acoustic glazing, it seems like a justifiable investment. The base E-tron GT, priced at £85k, offers good value for a cutting-edge and sleek vehicle.

I am quite fond of the Audi E-tron GT. However, I can’t help but wonder how it would perform with a 450bhp inline-five engine longitudinally placed in its sloping nose. My logical side says yes to the idea, and my heart agrees, although not with the same conviction as my head. While it may be heavy and require frequent recharging, there is no denying that this car is authentic. In terms of what it represents and its execution, the E-tron GT is the most thrilling Audi since the rear-wheel-drive R8. Converting it to run on gasoline would undoubtedly diminish its authenticity, though it would likely improve some aspects.

Long-Term Review

Bentley Flying Spur Hybrid S 2023 long-term test

We had a pleasant experience with a helpful and knowledgeable sales executive named Andrew Bradburn. After discussing with Bentley HQ, we decided on High Wycombe as the delivery location for our new Flying Spur Hybrid. On the appointed day, we met with dealer principal Ian Smith and other staff members. Andrew Bradburn then spent an hour briefing us about the car before we drove it away, fueled with excellent coffee and well-informed.

The main highlight of the Hybrid is its petrol-electric powertrain. It weighs similar to a V8, but the battery weight is relocated to the lower boot, resulting in a rearward bias of 52% in weight distribution. However, this doesn’t affect the driving experience. The only noticeable difference is the absence of the four-wheel steering system available in non-hybrid Spurs since 2020. The Hybrid is not cumbersome, but it feels larger compared to the 4WS versions, which feel more compact.

Despite this, there are no other drawbacks, and the Hybrid offers significant advantages. Currently, the fuel consumption stands at 35.5mpg, which is 10-12mpg (or around 50%) better than the V8. The EV-only mode provides incredible refinement, and the transition from the twin-turbocharged V6 to electric power is seamless and refined, thanks to excellent integration of the different drive sources. The performance is impressive too. Although slightly slower than the V8 and W12, the Spur Hybrid can effortlessly sprint from 0-100mph in 10.2 seconds.

The battery-only range, initially quoted at 25.5 miles, has actually turned out to be 33 miles. Although it falls short of the Range Rover’s 50-odd mile range, it is still convenient. The strong 134bhp electric motor sits between the 2.9-litre V6 engine and the eight-speed automatic gearbox. In EV-only mode, the performance feels accessible and powerful, with maximum torque delivered at step-off.

When cruising on motorways at 70mph, the car frequently switches off the engine. Charging the battery using a 7kWh Andersen charger, which is powered by my domestic electricity, takes slightly under two and a half hours and costs just under £6. As I gain more experience, I will calculate the overall costs more accurately.

Long-Term Review

Ora Funky Cat 2023 long-term test

Mileage: 3,450

Life with an Ora Funky Cat: Month 4

Just one small part can prevent the whole machine from working – 24 May

It’s frustrating. I can’t insert the 50kW CCS plug into the charging port of the Funky Cat. Let’s try the 43kW Type 2. Nope, same issue: it goes most of the way in but doesn’t click into place, and as a result, the charger can’t communicate with the car.

We’ve already spent half an hour on a beautiful Sunday afternoon trying to find a charger and get enough power for a half-lap of the M25. My patience is wearing thin. I won’t go into detail about my reaction here.

My partner, who is more level-headed than me and less emotionally invested in the situation, takes a calmer and more logical approach. While I hadn’t thought of it, she suggests searching online for a solution.

I assumed that because the Funky Cat is new and rare, I wouldn’t find much helpful information from experienced owners on forums. But luckily, someone else had recently encountered the same problem, and their situation was even more urgent than ours.

“Urgent help needed,” reads the post she found on an EV forum. “I’m on holiday in Cornwall and the pin inside the charging port seems to be locked, so I can’t fully connect any charger. It usually slides into the hole in the charging cable when pushed in. I need to go home on Wednesday and cannot charge!”

Reading this, the idea of me being a bit late for a family barbecue doesn’t seem so important anymore.

This is great information. With this knowledge, we point our phone torches into the port and see the tiny pin causing all the trouble.

One person on the forum had suggested disconnecting the 12V battery to reset the system and clear any issues, but I don’t want to do that because it would reset all the settings to their factory defaults, and I don’t have the necessary socket with me. It’s at home, which is now a 20-minute walk away.

Long-Term Review

Alpina D3 S 2023 long-term test

In Germany, Alpina’s diesel models are popular because people prefer to commute long distances rather than fly internally. In Japan, which is traditionally a petrol market, they have also started to embrace diesel models, similar to the trend in the early 2000s.

From a dynamic perspective, the Alpina D3 S is quite impressive. It has a firm yet controlled ride, low noise levels, and heavy but consistent steering. The car feels incredibly stable at high speeds and has a reliable and uncompromising approach.

It’s common to compare Alpina models with their BMW M counterparts, but since the D3 S is a diesel and BMW doesn’t offer this engine, I won’t be making a direct comparison to the M3 Touring. These two cars are quite different, and the D3 S lacks the agility of the M models.

If there is an issue with the D3 S, it’s not entirely its fault. The 20-inch wheels with 30-profile Pirelli P Zero tires provide a nicely balanced four-wheel-drive setup with even weight distribution. However, on a couple of occasions, I encountered unexpected British potholes at night that made me fear damaging a tire. It might be worth considering the 19-inch wheels instead, although they have a different design compared to the sleek Alpina classic spokes that I’m personally fond of.

Stay tuned for more updates, including how the tires fare on continental Europe roads.

Second Opinion

Prior’s enthusiasm for the diesel V6 engine in Alpina’s D4 S Gran Coupé is well-founded. Earlier this year, I was thoroughly impressed by its refined cruising and effortless performance and efficiency. I even speculated that you could achieve 40mpg while cruising at speeds over 100mph on the autobahn.