Porsche Taycan Turbo S: Solving the impossible equation of “EV = fun”

Electric concepts may have given us a futuristic image of our electric future but current electric vehicles are still a far cry from all the cutting edge concepts we’ve been shown. Aside from some blue or green stripes here and there and an “e-” or “i-” before a model name, the differences between an EV and a petrol car aren’t visually obvious. They still share the same four wheels, four seats and two headlights but when we actually get to drive them, it just does not feel the same.

The car awakens silently, drives off quietly and doesn’t even shift gears along the way. Quite the contrast from the emotional roars of an internal combustion engine. A little dull, you say? We won’t disagree. A lot of the focus has been put on range, high-tech screen interactions and record 0-100 km/h times but where do the driver and the driving experience fall into all of that? Is it actually possible to feel an emotional connection between us, drivers, and these seemingly desensitised electric machines? Well, this could very much be one of the reasons for Porsche’s long waiting list on the Taycan (chip shortage aside). We had the opportunity to try Porsche’s most advanced version of the Taycan, the Turbo S, to understand why, more than just another new EV, it is an EV with a personality that stands miles ahead of its competition.

From the sleek silhouette, the flat front end, the sculpted front wings

and even the futuristic tail light, there is no need to look twice, all the signature Porsche design codes are there. It’s familiar enough for you to understand that this is indeed a Porsche but it looks new enough to understand that you’re dealing with something intrinsically different. The new headlights alone create a distinct personality that makes it stand out from its petrol and hybrid siblings. While the four-door sedan look resembles the Panamera, the Taycan is slightly wider and shorter in both height and length which gives it an overall sportier, leaner figure. Think of it as a four-door 911.

Despite being electric, the Taycan keeps some design elements from its petrol siblings, such as a relatively discrete front grille for aerodynamic purposes. The front grille hosts Porsche’s Active Aerodynamic flaps that open and close to either improve cooling or reduce drag. This aerodynamic package is completed by an active spoiler that will extend and retract according to the speed. As for the wheels, the Turbo S comes with massive 21” wheels as standard, though you will have to make an expensive but necessary sacrifice of ¥180,000 (approx. $1,580; £1,150) for the paint on the rims to match the body colour.

The marble-like Carrara White paint of this specific Turbo S is reminiscent of the Mission E concept but perhaps one of the major strengths of the Taycan lies in the brand new, Taycan-exclusive colour palette. From the sophisticated Coffee Beige to the chic and feminine Frozen Berry without forgetting a sporty Neptune Blue, Porsche was able to give the Taycan a distinct and modern identity through its array of contemporary colours, allowing a much wider audience than usual to identify with the car.

As you step inside the Taycan,

you are welcomed by Porsche's most minimal looking interior to date. There is a noticeable absence of buttons as all have been replaced by screens; three standard ones and two optional ones (options: front passenger screen ¥155,455 (approx. $1,350; £1,000) and rear passenger screen as part of the ¥124,545 (approx. $1,100; £800) 4-zone climate control).

When it comes to driving in the city,

The Taycan instantly scores points with its gorgeous, fully digital dashboard that is as impeccable as it is practical. Next to it is Porsche’s new infotainment system, organized in a two screen configuration. The top screen allows you to access your music, maps and general settings, and the bottom screen is where you will now find your climate control functions, access to rear and front trunks and all of the battery-related data. Though aesthetically pleasing and very responsive, these digital buttons won’t replace the practicality of physical buttons which are overall easier to manipulate while keeping your eyes on the road.

But the Taycan remains overall practical. When it comes to storage, the 366L rear trunk is slightly smaller than that of your average sedan but there is enough space to fit in a more than reasonable amount of luggage. If you really run out of space, you still have a front trunk at your disposal.

One of the most enjoyable aspects of being in a Taycan is unmistakably the seats. While reflecting the sporty nature of the Taycan, both front and rear seats remain very comfortable. Not only do they all do an outstanding job at holding you in place, the front seats are adjustable in 18 different ways (standard on the Turbo S) and can provide you with seat cooling and heating for ¥153,636 (approx. $1,350; £980). We would personally recommend future owners to get the ¥335,000 massage option (approx. $2,900; £2,100) for the ultimate Taycan experience. It is also worth noting that aside from the different types of leather available, Porsche is now offering at no cost a sustainable alternative to customize your interior. Made with recycled material such as Econyl, it is just as good as genuine leather, if not better.

We could go on much longer about the options fitted to this Turbo S but interestingly, it is worth mentioning that the most expensive option available wasn’t the panoramic roof or even Porsche’s Dynamic Chassis Control (PDCC). It was actually the Burmeister sound system at ¥694,545 (approx. $6,100; £4,500). But worth your money it is, because Porsche has done a phenomenal job at creating a luxuriously quiet cocoon for you to listen to your favourite music. There is overall very little road noise and of course no squeaking sounds coming from suspensions or other parts of the car that you often tend to get in other EVs out there.

Like any performance EV worthy of its name, the Taycan accelerates fast.

Very fast. The “100km/h in 2.8 seconds” kind of fast. The Taycan throws you to the back of your seat and has already reached 3-digit speeds before you even comprehend what is going on. And while some EVs do run short of things to offer after a 0-100 km/h stunt, the Taycan does not. Instead, it keeps on going, relentlessly. It keeps accelerating, it takes corners with incredible ease, brakes hard… and it is ready to do it all over again until it runs out of battery. No need to worry about overheating because the cooling strategy has been engineered for maximum performance. The Turbo S even comes with massive carbon ceramic brakes as standard to match this wild performance.

To give out a few concrete facts, the Taycan Turbo S’ 800V high voltage lithium-ion battery has a capacity of 93.4kWh (understand a powerful battery that can store a lot of kW), which is 14 kWh more than the entry model Taycan. Pulling technology straight from the Le Mans-winning Porsche 919 hybrid, the Turbo S produces 616 hp but it doesn’t stop there. In overboost (a.k.a. when you wish to launch your Turbo S), the power goes up to 750 hp. It is pretty safe to say that with such numbers, the Taycan Turbo S is easily stepping into supercar territory.

The battery is located underneath the floor, a pretty standard EV layout that helps bring the car’s center of mass down. As expected, this heavy battery brings the weight of the car up to 2,380 kg (200 kg more than the Panamera) but this is far from a disadvantage for the Taycan. With the help of state-of-the-art air suspensions, the car feels incredibly grounded and stable, delivering a luxurious ride comparable to that of a Bentley Continental GT. While the active suspension system helps adjust the damping for each wheel, the electro- mechanical roll stabilization integrated into the PDCC helps counter body roll by stiffening up the anti roll bars. With such precision, such grip and such stability, you gain confidence whenever taking corners and that grippy sensation is enough to understand that the Taycan is unmistakably a Porsche.

Perhaps what connects the Taycan most to our ICE experience

has to do with the unique transmission that was fitted to it. Simply explained, the Taycan “downshifts” and “upshifts” thanks to Porsche’s two-speed transmission. This unique in-house creation is installed on the rear axle and helps the Taycan go fast at first and then, go far. The first gear gives the Taycan more acceleration when setting off. Then, you will hear a clear upshifting sound and the Taycan will enter the second gear; a longer gear that will keep the car driving at high efficiency. Not only is this technology impressive and unheard of, Porsche actually managed to make the car sound incredibly nice as well. The Taycan’s propulsion sound can be heard distinctly from the inside as well as from the outside. You can also enhance this futuristic spaceship-like sound by turning on the Porsche Electric Sport Sound. It cannot be compared to the sound of a roaring engine but you get just as hooked up to it.

As for how far the Turbo S goes,

Porsche’s official number of 416km (258 miles) worth of combined range may be slightly optimistic. Just like any other petrol car, it is mostly up to you to decide the range you wish to have at your disposal. The Taycan can most certainly be driven in an efficient manner but it is a high performance sports EV after all and just like any thirsty high performance petrol car, having too much fun will cost you in range. It’s no big deal really but the only difference is, one is supported by the right infrastructure and the other one isn’t.

By being named ‘Taycan’,

this new member of the Porsche family was given its very own identity and its very own personality. Things become real when you give it a name. With its own set of colours and its electrifying, piercing eyes, you can distinctly recognize the Taycan. This is no “Panamera-e” or “911-e” but something that looks, sounds and drives in its own unique way. There is no denying: Porsche has created a brilliant electric performance car.

With a base price of ¥22,310,000 (approx $196,000; £142,000) and options that climb up to ¥3,254,545 (approx $28,500; £21,000) for this specific model, the Turbo S can feel quite out of reach. Nonetheless, it leaves whoever drives it optimistic and sighing with relief for our automotive future. For this much power, this effortlessness is just as disconcerting as it is addictive. The Taycan feels grounded and accurate and makes the driver its priority. These are core Porsche values that have been fully kept in the Taycan, making it a soulful electric vehicle. Some manufacturers make the mistake of adding their values onto an electric machine a little too late in the process and that’s where Porsche got it right. You do not add a soul to fit a machine. You build the machine to fit the soul.

Nissan GT-R NISMO: Forever young?

What could the Nissan GT-R possibly have in common with the iPhone, the fifth Harry Potter book and the Lamborghini Reventón? As it turns out, all were first released in 2007. Lots can happen in 14 years and it wouldn’t be fair to say the R35 GT-R hasn’t changed, because it has. However, these changes haven’t exactly been drastic. The GT-R NISMO brought a touch of spice to the line-up in 2013 with its enhanced looks and performance but fast forward to now, even with all of the yearly updates the GT-R remains the good ol’ Godzilla of which we all already know.

However, there is something quite paradoxical about the R35 today. While we desperately desire for something new to happen, the GT-R still brings serious levels of performance to the table and it is still a car that we all look up to. The simple act of knocking on Nissan’s door in 2021 to ask for their GT-R NISMO is sufficient proof that yes, it is still very much a relevant car and it still well deserves its place amongst the others. We took the GT-R NISMO to Japan’s Hakone area to find out what makes this car, forever young.

Having gone through the hands of Nissan’s in-house tuning division,

there is more to this upgraded GT-R than its white, red and carbon fiber styling. On the outside, the NISMO shows distinct aerodynamic upgrades. The wing is visibly more imposing, and so are other parts such as the splitter, the side skirts and the diffuser. In this case, bigger does not mean heavier as carbon fiber is now omnipresent on the NISMO. The bonnet, roof, trunk, diffuser and the front fenders have all been switched to carbon fiber parts and on the inside, each seat is 1.4 kg lighter. All combined, the NISMO saves a total of 30 kg, bringing its curb weight down to somewhere around 1,730 kg. The most noticeable difference may likely be the scalloped vents on the front fenders. Inspired by the GT-R GT3, not only is this visually pleasing, it brings the NISMO a true race car look. These vents are not just here for decoration: they help funnel hot air out of the engine bay while also providing additional downforce onto the front tires.

It is also worth taking a closer look at the NISMO’s Brilliant White Pearl paint. The fine metallic flakes shimmer under the light, bringing out the delicate pearl white of what would seemingly look like a solid white from afar. Quite the contrast for this beast of a car!

In terms of performance, what you see is what you get.

Just like its looks, the NISMO is razor sharp and brutally fast. As you press the start button, the monster within the NISMO roars to life with all sorts of mechanical sounds. Slowly pushing the throttle, you can feel the mass of the GT-R setting into motion. The NISMO isn't the most exciting to drive in the city. While remaining civilized, it is impatiently waiting for you to do one thing: take it out for a proper drive on some proper roads.

“A race car for the road”: that is what the GT-R NISMO is meant to be. The NISMO-tuned VR38DETT (aka the hand-built 3.8L twin turbo V6) engine truly opens up as you reach the open road. There, it will take you less than the NISMO’s 0-100 km/h in 2.8 seconds to realize how light and lightning fast the car feels. The NISMO flies on straights thanks to the 600 hp and 481 lb-ft at your disposal. Its strong race car heritage is particularly noticeable with its turbochargers, which come straight from the GT3 race car. Despite a noticeable turbo lag, the turbos powerfully kick in when you thought the car was already giving you decent power and speed. For an even more dramatic experience, the mind blowing propulsion is accompanied with the turbos’ distinct spaceship-like whistling sound.

When it comes to driving in the city,

The NISMO isn’t a particularly loud car. Its exhaust notes are genuine with satisfying pops and bangs coming out of the exhaust pipes. As the fuel efficiency can at times average the 5km/l, each pop coming out of the exhaust will probably cost you a few hundred yen. The NISMO will fly by your eyes and the violent sounds you hear as it displaces the air is unlike anything else.

The NISMO also excels around corners. The Dunlop tires have their share of responsibility for that, as they now increase the contact patch by 11% thanks to their wider tread and fewer grooves. The set of aluminium rims painted black are now slightly lighter and as you peek through them, you will notice the carbon ceramic brakes that help bring this whole mass to a stop in the blink of an eye. The bright yellow brake pads are not only a surprisingly perfect match for the car’s white paint, they are also the biggest brake pads ever fitted to a Japanese car.

As for Nissan’s four-wheel drive system, it makes the GT-R extremely sharp and it goes where you direct it with incredible precision. Add to this the GT-R’s dual clutch gearbox and you may think this would be the winning combination for an easy going, exciting, Porsche 911-like drive up and down the mountains. As a matter of fact, driving the GT-R is no walk in the park. It is a demanding car that requires your full and undivided attention. When you firmly ask, the car delivers and as you get to understand each other, there is ultimately room for perfect symbiosis. You will need to take the NISMO to the race track in order to fully exploit its potential but there is still plenty to discover and enjoy on open roads.

The interior stays faithful to the GT-R interior we all know of

and this isn’t a bad thing at all. We still love the quality metallic knobs and buttons, the Bose speakers and the same rear seats. We happily welcome back the Polyphony Digital designed screens for all of your driving data. Despite having been criticized for not being so much of a useful feature for the driver, we must say that for the passenger, this is probably going to be a lot more entertaining than any of the current digital screens you’d get just for the sake of technology.

There are also plenty of GT-R and NISMO badges to make you feel proud and special for driving such a car. We must also highlight that speccing a NISMO is a headache free experience as the available options are minimal. The two-tone black and red interior is already decided for you and the priciest option you can get is the ¥140,800 (approx. $1,300; £950) luxurious set of floor mats with their metallic GT-R logo and carbon fiber inserts.

For a car that shares parts with its GT3 counterpart, the interior couldn’t be any roomier. The carbon fiber Recaro bucket seats in the NISMO are incredibly comfortable, nicely padded and they hold you in place even when the G Force tries to push you around. The backseats haven’t been replaced with a roll cage and remain the same as those you’d get in the standard GT-R. This means that yes, you can have race car levels of fun with two extra passengers (ideally not too tall) in the back. The massive GT-R trunk is also present, which is another feature that makes the NISMO a great all rounder and remember, none of the competition provides such practicality and performance all at once.

There was a time when the GT-R NISMO occupied center stage

as one of the fastest production cars out there. Today, the dynamics have changed. With newer high-tech sports cars taking over the headlines, the GT-R NISMO isn’t as shiny and as fast as it used to be. The ¥24,200,000 (approx. $221,000; £160,000) price tag isn’t helping either. For roughly the same amount, the competition will offer you something that is faster, lighter and that feels a lot more up to date with 2021 technology. In the NISMO’s defense, not many manufacturers are generous enough to comprise a set of carbon ceramic brakes amongst other things as standard. Quite the opposite from the competition’s costly and never ending options list.

New cars may come and go, but it feels as if the GT-R could easily go on for another five years without ever losing its shine. So what is it about the GT-R NISMO that makes it just as relevant as it did when it came out? As we drove from dusk till dawn, up and down the Hakone roads, something became quite obvious. No other supercar driving around attracted the attention the GT-R NISMO did. Whenever we would stop for a quick break, people would stop and look. Forget about that McLaren over there, it’s the GT-R with which people wanted to take a picture! More than you’d think, the GT-R (and the NISMO in particular) remains THE car people here in Japan look up to.

With monstrous levels of performance, aggressive looks, practicality points and a successful past to back it up, the GT-R NISMO displays massive amounts of personality that will leave you wanting for more. While performance and usability does have an important say in how relevant you are, it is ultimately character and what you truly mean to people that makes you last. After all, what is the point of breaking records if you don’t have the personality to go with it.

One last ride in the Lotus Elise: 3 things we’ve learned

As the saying goes, all good things must come to an end. The Elise has brilliantly fulfilled its duties after providing drivers with serious amounts of fun on the roads for the past 25 years. From the S1 in 1996 to the current S3, the Elise has changed and evolved without ever differing from Colin Chapman’s iconic words: “Simplify, then add lightness.” We’ve all heard it one too many times but these words resonate for a good reason: the Elise has been and still is the antidote to the ever heavier and more powerful sports car. With the 2021 Final Edition starting to roll in, we had the chance to squeeze in one last drive with the Lotus Elise Sport 220 or in other words, the perfect opportunity to reminisce all that we have learned during this wonderful quarter century with Britain’s most endearing driver’s car.

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1. The perfect cocktail of fun and performance

It wasn’t always the Toyota-sourced 4-cylinder 1.8L supercharged engine powering the Elise but this is what got to shape the current Elise we all know of. The 217 hp and 184 lb.ft at your disposal are combined with a curb weight of 924 kg. Though the numbers themselves may not instantly trigger the “wow” factor in your brain, this power to weight ratio is truly invigorating.

The lack of power steering on the Elise allows the driver to be fully involved. The tires follow your gesture and give you precise feedback of what goes on on the road. The Elise may not have the amount of downforce as the Exige, but it is compensated with a balanced weight distribution. The overall experience wouldn’t be the same without the Elise’s 6-speed manual gearbox. The short gear ratios allow for more exploration of the higher revs, without having to reach the 100 km/h mark in second gear unlike in a Cayman GT4 for example. What you get is a dynamic, witty cocktail of fun and performance right at the tip of your fingers. Best served on some winding roads!

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2. Bringing back our ability to focus

There are many words to describe the Elise but “quiet” isn’t exactly one of them. Roof on or off, you pretty much get the same amount of road noise and as a result, you probably won’t even bother turning on the stereo because... why add extra noise?

In any other car, we’ve come to expect our phones to automatically connect via Bluetooth and the GPS to dictate us the route. We tend to get slightly inconvenienced when there are no touch screens with which to interact and we also have the tendency to give a car extra points based on how fancy the design is, how comfortable the seats are or even how many charging ports are available.

3. Do we really need more power?

There is something alluring about seeing high horsepower numbers on a spec sheet. So much so that from supercars to lightning fast EVs, it seems we are only getting started in this pursuit of ever faster and more powerful cars. On the other hand, “217 hp” won’t make the latest headlines but the reality is that without a trip to the racetrack, rare are the chances to exploit the true potential of such high performing cars.

In a mountainous country like Japan, straight roads are scarce and corners are tight, making a lightweight car your best ally. While you would probably have to worry about speed, braking and understeering in a heavy, powerful car, a lightweight car allows you to drive lightheartedly in a machine that will instantly react to the smallest input. If you do feel the need for more power, there is always the Exige for that.

It may be time for this generation of Lotus cars to go but after such a brilliant chapter, we can confidently step into the next one with optimism and there’s a simple explanation to that. From the Elise to the Evora and even looking further back, these cars have never failed to fulfil whom they were truly made for, the driver.

Jaguar's Electric Masterpiece: The I-Pace

There was a time when Tesla reigned supreme over the realm of electric vehicles. Aside from Japan’s award winning Nissan Leaf, Tesla had the grounds clear of any major competition. This left many of us wondering what would be the next “big thing” coming from Europe that would stand up against California’s electric wave and Japan’s top selling electric hatch. Little did we know that this European electric revolution would have been started by Jaguar.

In 2018, top of the class Germans were being shown the way by Jaguar’s brand new, fully electric I-Pace, which amassed a record of 62 awards in its first year. Directly competing with Tesla’s Model X, the I-Pace has been offering style, luxurious comfort and a generous amount of range to newly converted EV drivers. 3 years later, the I-Pace still impresses. It has unquestionably been a revolutionary car for the Jaguar brand and a pioneer in the electric field. It gives a true choice to EV customers who look for something more than the overly advertised Tesla gimmicks… but competition is rolling out very quickly. Is the I-Pace an EV that is still up to date and worthy of getting your hands on one? We drove the 2020 Jaguar I-Pace EV400 HSE from Tokyo to Chiba to find out.

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The I-Pace is referred to as an electric SUV

but the elongated body that sits low to the ground is what we instantly noticed when first encountering the I-Pace. When parked next to other cars, its height of 1,565 mm (5.1 ft) doesn’t necessarily stand out until you raise the I-Pace to its SUV-like height. You will also notice the I-Pace’s elongated, limousine-like body, which is explained by the slightly longer wheelbase. Why keep the same wheelbase as petrol cars when there is no need to leave space for an engine at the front? Jaguar acted smart and built a brand new platform for their very first EV, stretching the wheelbase to give passengers a luxurious amount of space.

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Outside, the I-Pace respects the Jaguar design codes: aggressive looking headlights, angular shapes for the rear silhouette and taillights. Matching the EV theme, this I-Pace was painted in Caesium Blue (which refers to Caesium Chloride's blue glow). It may even surprise a few but the I-Pace kept its front grille, making it blend in with other members of the Jaguar SUV family. “Why keep a grille when there is no engine?” Well, not only does it give the I-Pace its signature Jaguar look, it is also here to create an air curtain. The air ows through the top part of the grille, is redirected through the bonnet, above the roof and ows out through the roof spoiler.

The overall design of the car stays discreet but Jaguar indulged in some daring rims. For this model, the I-Pace was fitted with optional ¥68,000 ($650; £480) 20” rims which you will likely have to upgrade to from the standard 18’’ wheels that seem incredibly small for such a massive body. As you unlock the car, the flushed door handles come out to you and you may also get the optional ¥61,000 ($580; £430) activity key to complement the experience. The activity key is a waterproof wristband that will allow you to leave your key inside the car for when you’re out catching some waves and don’t want to lose your key while exercising.

The unassuming exterior doesn’t reveal much of the astounding interior

but both driver and passengers open the doors to a beautiful, loungy environment. The Sienna Tan leather creates a warm atmosphere while the optional ¥228,000 ($2,200; £1,600) panoramic roof enlarges the cabin space. It evenly spreads light throughout the interior, making it an expensive but must-have option. The finishers (decorative panels) can be customized with wood, carbon fiber or in this case metal and the beautiful ambient light helps emphasize the overall loungy mood inside.

It doesn’t take long to appreciate the benefit of this new extended wheelbase platform: the space for each occupant is massive and you still get a generous 638L of trunk space, plus a very small frunk that will be just enough to store your briefcase. Both at the front and at the back, you can press and pull digital screen dials to control temperatures. These dials are common to other latest Jaguar Land Rover cars, which is a real delight as they are a great mix of tech, convenience and design. The backseats haven’t been forgotten: they are roomy, comfortable and heated just like the front seats.

As EV rhymes with technology, over 10 USB ports are available in the car, allowing you to charge your phones, tablets and any other electronic device you may have. There is enough space to store all of your devices including underneath the rear seats where you will be able to fit your phone, a tablet and even a small book.

When it comes to digital screens, the dashboard design is clean and easy to understand. The central gauge will indicate the amount of power you are consuming and the amount of power you are getting back aka regeneration. The infotainment system does more than just playing your favourite songs and becomes an important tool that gives you information on your driving behaviour. With this data, you can adjust your driving to make it more efficient and save more power. However, it isn’t very intuitive to use overall as functions are often hidden in sub-menus and the interactive information takes a few seconds to load. Not the most convenient to read real-time data.

Regarding your personal comfort in the I-Pace cabin, you may also get the optional cabin air ionisation or in other words: an air filter. When switched on, the air coming from the outside is attracted by a filter that captures PM2.5 (polluted air particles), pollen, dust and other undesirable particles. For ¥19,000 ($180; £130), this is one of the most affordable options on the I-Pace. Call it “placebo” but the air did feel pretty clean inside the Jaguar.

Forget everything you know from driving petrol cars;

despite the appearances driving electric is significantly different, especially with the I-Pace. There are obviously no gears to shift and the driving mostly revolves around balancing between the throttle and regeneration. The I-Pace’s regenerative braking system is one that is drastically different from what you could experience in other EVs, precisely because the regen is very pronounced. The second you lift your foot o the throttle, the I-Pace noticeably starts slowing down. Like anything new, it takes a moment to get used to but once you get the hang of it, you understand that it’s all about balancing the throttle to match the regen and you will sparsely make use of the actual brake pedal. Not only is it pretty economical, it greatly helps reducing brake wear. This whole process makes it very relaxing to drive but for enthusiastic drivers, this will inevitably become monotone.

If you’ve been closely reading our short regen story, you may have wondered: what happens to the brake lights!? Well, the regen braking counts as actual braking. Even without pressing the brake pedal itself, when the regen reaches a certain amount of braking, the brake lights automatically turn on.

The Jaguar I-Pace hosts two electric motors located at each axle,

which lowers the center of gravity and improves balance for this AWD vehicle. The two motors combined produce 394 hp, allowing the car to achieve a 0-100 in 4.8 seconds. As for the 90 kWh battery, it is located across the platform, underneath the floor.

Mash the throttle and the I-Pace is gone. The kick you get from the acceleration is impressive to say the least, leaving you wondering how it is possible that the same electricity that charges your smartphone can propel a 2,250kg object at such a high speed! There is no conventional launch control, meaning the computers will take a moment to figure out what you are attempting to do. Once it understands that your goal is to accelerate as fast as you possibly can, the I-Pace shoots o. Despite its mass, the I-Pace will give you overall good stability. It moves effortlessly, glides around corners and like a machine set into motion, the I-Pace feels unstoppable. The whole experience is accompanied by a spaceship-like sound especially on sudden accelerations. As for the brakes, they’re good enough.

The I-Pace may be big and spacious but you will get a good idea of your surroundings when driving. Again, a positive trait from the lack of an engine: the windshield stretches so far that you will be able to see what is right in front of you. The I-Pace fulfills its SUV expectations with its air suspensions allowing you to rise above the grass, sand and snow, all while also being able to get as low to the ground as possible for easy access. The only downside are the suspension creaks you can hear from the quiet and insulated interior.

You cannot talk about EVs without talking about charging.

The I-Pace is fairly generous when it comes to range and Jaguar claims its range can go up to 470 km. An optimistic statement that we tried to recreate, without much success. On average, a fully charged I-Pace combined with relatively ecient driving on highways and city roads will secure you close to 400 km. Of course, range depends on many factors. Turning on the air conditioning will immediately cost you about 20 to 30 km. It is also aected by your driving style as well as cold weather. If you plan your trip properly, you will be able enjoy a bit of spirited driving as well as comfortable cruising without feeling any range anxiety.

Before jumping in the I-Pace for your morning commute, you may precondition your car to a precise time. Instead of suddenly running the cold battery, this amazing feature will allow the battery to slowly warm up before use, thus prolonging battery life. As for your personal comfort, the car will warm up (or cool down) the cabin so you can simply hop in and drive o. If things really start looking bad, you can always turn on low power mode, which will turn o all infotainment screens and the ambient light and climate controls. The interior becomes a little dull (and pitch black at night), the regenerative brake will work more aggressively and you won’t be able to accelerate as swiftly as when in normal mode.

The Jaguar I-Pace is a luxurious vehicle

that combines clean energy and performance under one roof. With its extremely spacious cabin, Jaguar created an interior where you actively want to spend time in and where driving feels as relaxing as sitting in your living room. More than that, Jaguar truly surpassed themselves by bringing their decades of automotive expertise with the best that electricity has to offer. Not only were they the first major EV contender coming from Europe, it feels refreshing to experience an electric car that doesn’t forget the performance aspect of driving. Despite its mass, the I-Pace manages to stay relatively agile through corners and it isn’t just about going fast in a straight line.

There is still room for improvement of course. EV is synonym to eco-friendliness and it would be nice to be able to browse through a more varied catalogue of vegan leather interior or recycled shnet fabrics. EV also goes hand in hand with tech and we could benefit from a more responsive infotainment system and a smoother lane keep assist.

The I-Pace may lean towards the environmentally friendly side, but it won’t be so friendly when it comes to your budget. The I-Pace EV400 HSE starts at a base price of ¥11,830,000 ($113,000; £83,000) but it isn’t going to be as much fun without the optional panorama roof, the ambient light, the good looking wheels, the air purifier, the gorgeous ambient lighting, the tan leather, and so on. ¥1,902,000 ($18,000; £13,500) worth of options should transform it into the luxurious cocoon it can truly be.

The competition in the EV field is getting fiercer but Jaguar has been able to impose their mark with an SUV that truly deserves all of the awards it won. Whether electric cars are your thing or not, is up to you to decide but, this is objectively a car that has tackled and solved a lot of the obstacles the EV world has thrown in Jaguar’s direction. Innovative while keeping the Jaguar spirit alive, the I-Pace will be remembered as the electric car that daringly led the way for other European makers to follow.

Lotus Exige Sport 350 GP Edition: The car you’ll miss when everything turns electric

We are at a crossroads. With new regulations rolling in, in what seems like every other month, the future of the internal combustion engine is looking grim. It’s quite the opposite story for electric vehicles' future as every automaker is trying to add at least one EV model to their lineup and produce the latest, most high-tech EV on the market. Even Lotus is no exception with their new Evija expected for 2021. Moving away from manual transmissions was already a difficult transition but moving away from roaring ICEs is even harder. Even though it seems inevitable.

So what can we do? Well, it is now more important than ever to look deeper into what British automotive makers offer and this time we are precisely looking at the Lotus Exige Sport 350. Light, bare, fast and with a supercar kind of look, the Exige combines what Lotus has been doing best, providing enthusiasts with a real “driver’s car”.

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The Lotus Exige is as raw as a car can get.

Because all the fancy leather, screens, heating options and so forth have been left aside, it is a car that allows you to stay acute and focused on what you came here to do: Experience performance. Engine-wise, that translates to a 3.5L V6 Toyota engine supercharged by Lotus, producing 345 hp (or 350 ps, from which the Exige Sport 350 gets its name) and 295 lb-ft of torque. As a mid-engined car, the V6 sits right behind the passenger seats and most of which can be seen from the rear view mirror. All in all, you get what you’d want from a mid-engine sport car: a manual gearbox, an engine right behind you screaming in your ears, lightness and near-lightspeed responsiveness.

On the left side of the steering column, there's an unmarked button that allows you to turn the sport exhaust on or o. Not that it is much quieter when turned o but the difference is flagrant once you break through the 4,000 rpm mark. The exhaust valves open up, allowing an aggressive, raw V6 race car sound to come out of it.

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On the straights and in corners, you get supercar-like performance.

The Exige is sharp; it darts in and out of corners and bolts on the straights with an unmatched enthusiasm. Lightweight is yet again an advantage for the Exige as you do not feel any weight. The entire driving experience is completed with an outstanding 6-speed manual gearbox that is as good as it looks. Because the gear ratio is rather short, not only do you get the chance to fully exploit each shift to its maximum potential, you also get to enjoy a lot of shifting action even at low speeds.

The Exige hits 0-100 km/h 3.9s and you can keep going until you reach a top speed of 274 km/h. Whether you can get it right o the line is all down to your skills. There is no computer to help you launch, so when you set o the Exige is already gone before you can think about shifting gears. As for the brakes, there isn’t much to say about the Exige’s AP Racing brakes, except for the fact that they perfectly complete the outstanding acceleration. They are extremely responsive, precise and with the aid of the Exige’s light mass, you truly get to put the AP Racing brakes to proper use. Late-braking into corners has never felt more exciting.

The “supercar-like” adjective applies to the Exige’s looks too.

More mature than the Elise and sportier than the Evora, weight was shaved o wherever possible to give the Exige a lean silhouette. While performance remains the same as the Exige Sport 350, this particular test car which happened to be a GP Edition gets a gorgeous black and gold trim inside and out. The aerodynamic stripes starting from the carbon fiber front access panel and crossing the carbon ber roof are highlighted in Mars Gold, accentuate the car’s silhouette even more.

The previous generation may have had a glass engine cover but what is more important than showing o your engine and giving the driver some decent rear visibility? You’ve got it: weight reduction. Replacing the glass cover are these plastic slats that help save 3 kg. You may think “that's all?” But for a car weighing a mere 1,125 kg (2,480 lbs), every kilo counts.

Lotus was generous enough to allow for a bit of trunk space, right next to the engine. Though small, this luggage compartment is a true optical illusion as it ts a lot more than what you’d expect. If Tetris is your thing, you now get to apply some of those valuable skills to a real life situation.

The interior is so bare one would almost wonder what is there to talk about?

There may not be much in this compact interior but each component that makes up the interior of the Exige is here because it has a purpose. You sit low in the aluminium tub and the bucket seats are made of carbon fiber with a thin padding of Alcantara. While you do get to adjust the driver’s seat by sliding it backwards and forwards, the steering wheel isn’t adjustable and neither is the passenger seat because what would be the point of that anyway? For this GP Edition, gold trims and laurel wreath stitching on the headrests are added to the interior of the Sport 350.

The most praiseworthy aspect of the interior is undeniably the gear shifter’s exposed linkage. A work of art that won’t be easy to clean but being able to see how your gear shifter moves from gear to gear allows for an incredible connection with the car.

Infotainment-wise, you do get a small, detachable stereo to listen to the radio or even to your own music via an AUX cord. Underneath the stereo, three knobs allow you to control the climate and that’s about it. Honestly, isn’t it refreshing to be able to understand every single button’s function for once? The Exige is simple and unpretentious, and that’s why we love it.

When we look at a performance car we aren’t just amazed at how fast it drives,

we are also distracted by the luxurious interior and all the fancy tech it is equipped with. In most cars, the vehicle adapts itself to you as it tries to offer an all-in-one package of performance, tech and comfort… but all of this extra stuff eventually gets in the way. This is precisely why the Lotus is now more important than ever because it offers something that others aren’t doing anymore: a real, uninterrupted connection between the driver, the car and the road. The Exige is a powerful cocktail of raw engine sounds, bare interior, stiff steering and incredibly satisfying cornering speeds.

The Exige Sport 350 is priced at ¥9,900,000 ($95,500; £71,500), keeping its prices just underneath the ¥10 million mark. If you are curious about this special GP Edition, this one sees an extra ¥1,430,000 ($14,000; £10,500) added to the base price of the Exige Sport 350. For the amount of performance and sportiness you get, the Exige is priced rather fairly. It will be parked first row in your garage for a thrilling weekend escape but you won’t be able to count on it for all the other monotone weekday activities. In other words, you will need a daily drive on the side and that will be the only compromise.

The Exige, alongside its siblings, is doing an outstanding job keeping alive all that we love about driving but even within the Lotus family, an electric revolution is happening. When that happens, the Exige with its internal combustion engine and manual transmission will become even more desirable. What can we say? The Exige is unapologetically a driver’s car and deep down, that’s the kind of car we all aspire to.

Infiniti QX55: The QX50’s much awaited sibling

With everything in 2020 being closed, cancelled or locked down, there isn’t much choice on what to do after a long day spent “working from home.” Smart move from Infiniti to reveal their latest QX55 around an evening of soul music and conversation over some wine with Infiniti Chairman Peyman Kargar, Senior Vice President of Global Design Alfonso Albaisa and General Manager of Product Strategy Eric Rigaux. Aloe Blacc’s smooth singing accompanied by dynamic clips of the QX55 was a nice way to end the day - or to start your day depending on your time zone; a reveal so enjoyable that it was almost too short. 

Back at the Nissan Global Headquarters about a month after the launch of their QX60 Monograph, the stage was now transformed into a festive studio with digital red velvet curtains and spotlights surrounding the star of the show, the QX55.

So what about it?

This new addition to the Infiniti family finds its inspiration in the Infiniti FX, released in the early 2000s. Infiniti’s key word here being “provocative,” this new QX55 attempts to capture a younger audience through a more daring design. The crescent line on the C-pillar that is found on the QX50 is no more. This smoothened window frame not only reinforces the design connection to the FX, it also allows it to adopt a sleeker coupe style. As for some good news, this Dynamic Sunstone Red paint will be available as a standard colour.

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Walking into the steps of the QX60 Monograph,

the QX55 shows off its signature double-arch grille with a new origami-inspired pattern. At the back, we recognize the digital piano key pattern of the QX60 Monograph, which on this model is much more pronounced. The taillights are stretched into the quarter panels and though absolutely unrelated, this design does resemble the wings seen on representations of Egyptian Gods. The QX55 oers a striking view at the back all thanks to this bold, creative styling which pleasantly balances out the familiar face at the front.

All of this is emphasised by the strong, defined lines on the sides of the car which start from the headlights and keep on going across the door handles all the way to the taillights. Finally, the roof-mounted spoiler gives an extra sportiness feeling to the whole package. Simply said, you can think of the QX55 as a more stylish, subtle and coupe-like version of the QX50.

Inside, no drastic changes from the QX50,

but we find a few novelties such as the infotainment system now equipped with wireless Apple CarPlay. The dual touchscreen also hosts an interface for Android Auto, though not wireless. The interior is spacious and the backseats slide to allow for more legroom or more boot space depending on your needs. All three trim levels, Luxe, Essential and Sensory come with a small sunroof, allowing more light into the interior. As for the Sensory grade up on the Nissan Gallery stage, the red and graphite two-tone interior also displayed a mix of material with a contrast between leather and open-pore wooden trims on the dash and doors. As the most luxurious trim available for the QX55, the Sensory trim also comes with a 16-speaker Bose sound system.

The QX55 offers AWD as standard

and comes with a variable-compression 2.0L turbocharged 4-cylinder engine, producing 268 hp and 280 lb-ft of torque. The FX’s V6 and V8 engines are now gone, leaving the front stage for something more fitting to the current engine trends: smaller and fuel efficient. It won’t be breaking any grounds in terms of performance but it does carry on the FX’s midsize SUV legacy through its design. Staying faithful to Infiniti design codes while introducing some new ones, the QX55 will mark Infiniti’s first take on Coupe SUVs and it is also worth noting that it will be Infiniti’s first production model to come out under the Nissan NEXT transformation plan.

The QX55, which will be available in North American showrooms early next year, will be competing against Mercedes’ GLC Coupe and BMW’s X4, both respectively starting their prices at $51,650 (£39,070) and $51,600 (£39,030). The Infiniti model will have the upper hand when it comes down to pricing as the Luxe trim should be starting its prices somewhere around the $40,000 (£30,500) mark. Without deploying any all-electric strategies, the QX55 will become an essential element in the Infiniti lineup. New Coupe lines accompanied by new design elements will not leave people unimpressed.

Audi RS5 Sportback: Versatility at its finest

We all dream of having a sense of stability in our lives and have an anchor that keeps us grounded amidst all the rollercoaster moments in life. This anchor could be a loving family, amazing friends, a dream job or hobby you love, financial stability, or… it could be an RS5. Just like you do not often meet people who have their lives all figured out, rare are the cars that have it all figured out for you.

As we go on with our city life, stress piles up from what happens in our personal lives and the urban environment isn’t helping much. Bad day at work? The rush hour trac, excessive trac lights and city noises all around leave very little patience left for cars with uncomfortable and loud interiors. It is precisely in this kind of scenario that you become grateful for Audi’s versatile RS5 Sportback. Hop into a quiet and comfortable cocoon to escape from your long day. Besides, you know that this car is only one drive mode away to put a smile back on your face.

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When first meeting the Audi RS5,

the sharp and beautiful face of the car is what strikes instantly. Contrasting with the boxy rear, lines on the bonnet and on the side of the car aggressively contour the RS5’s features. It is also accompanied by a more than decent amount of carbon fiber from front to back (front and back lip, side skirts, side mirrors and engine cover) though it does come at a cost of ¥880,000 (Approx. $8,500; £6,500). Then, there is the beautiful Sonoma Green paint named after the sunny and verdant hills of the winemaking region of Sonoma, California. Under the sunlight, the paint reveals some golden hues that will make you want to sip a chilled Chardonnay under the warm Californian sun.

While all those details reinforce the attractiveness of the RS5, it does take a moment to wrap your head around the decorative grills near the headlights, exhausts and front fenders. Luckily, this car is far from being short of surprises and one of them being the sportback aspect of this car. Not too excited with the idea of getting a sedan or even an estate? Fear not, Audi’s Sportback is here to save the day! Sleek and sporty, it provides comfort and space, without having to sacrifice its silhouette for it. Perhaps the biggest surprise on this RS5 has to do with the oval-shaped sport exhausts. Not only are they massive, if you look closely you notice that they are real. Way to take the competition down Audi!

Moving on to the interior,

we immediately notice similarities with the exterior: there is a lot of carbon fiber (a ¥100,000; Approx. $950; £750 option) but it does not mean it takes on a full-on race car look either. As a German car, the atmosphere feels proper and organised with the right amount of carbon fiber surrounding the cockpit and it will perfectly fit both the business and leisure aspects of your life.

The standard massage seats stitched with the RS5 logo are comfortable but will also hold you in place for sportier moments. Change the ambient light to red to emphasise adrenaline packed drives, and turn it to blue to unwind on the highway as you drive home. But for a base price of ¥13,020,000 (Approx. $125,000; £96,000), we simply wish the plastic bits matched the interior’s overall high standard. Luckily, 2020 promises quite a few upgrades, including a swap from plastic to metallic paddle shifters. In contrast, the steering wheel is very satisfying. Smaller than what you’d find on other German models, it fits in your hands perfectly and the perforated leather gives it a very sporty aspect.

In the RS5, rear seat passengers weren’t forgotten. The back is a spacious place where seats feel cushioned. There is a proper retractable armrest with two firm cup holders. The armrest opens up to a small tray which you can use as a small table to put your phone or tablet, pen and notebook, and other small goods. These rear seats are of course retractable, transforming the 480L of boot space into 1,300L.

In terms of tech, the RS5 is well equipped.. First we find the digital dashboard we’ve been seeing in other Audi models and though a little crowded with texts and numbers, you get to have every bit of information at your disposal from the traditional speedometer and tachometer to a full screen GPS map.

When your copilot suddenly takes over the centre screen to change the music to his (or her) favourite playlist, it’s a ght-free interaction since you still get to look at your own dashboard map. The heads up display is even safer and more convenient, but extra convenience does come at a price of ¥140,000 ($1,300; £1,000). Options are altogether reasonable in the RS5 and as a nice surprise, the interior is provided with a Bang & Olufsen sound system. It is a clear and refined sound which you actually get to enjoy thanks to the well insulated environment. No road noise, only the good things like exhaust sounds get filtered in.

There is something inherently satisfying about the RS5’s adaptability.

Hot laps around the race track? Then taking your tired self home in a comfortable environment? Done and done. The RS5 effortlessly cruises on the highway and its cruise control is one of the most reliable we’ve ever experienced, as it breaks, accelerates and changes lanes in the most imperceptible manner. Overall, the RS5’s performance can be described as smooth, safe and detail-oriented. However the transition from Comfort to Dynamic mode is night and day and we owe a lot of it to its 2.9L twin-turbo V6 that pumps out 444 hp and 443 lb-ft.

Once in Dynamic mode, the RS5’s throttle responses become sharper and its suspensions suddenly become much, much stier. With the help of Audi's Quattro technology and the optional ¥840,000 ($8,000; £6,200) front ceramic brakes, it obeys your every command with an effortless and almost point-and-shoot level of precision. Though it cannot exactly be called launch control, the car builds boost and with power going to all four wheels with 40:60 split (Front:Rear), the RS5 jumps off the line instantly and does its 0 to 100km/h cleanly in 3.9 seconds.

The RS5 is so obedient that it feels satisfying: when diving into a corner, it will follow the exact line you had drawn in your mind. It gives you the right amount of fun without having to worry about ending up in a wall. Even with the lack of drama, you do get to feel a sense of control through the precise steering wheel. Neither too hard nor too loose, it’s been adjusted to feel perfectly in between the two extremes. 

The RS5 is a multi-faceted, good looking car that ticks all the boxes. 

May it be comfort, practicality or sportiness, it caters to your every need but it has not been without controversy. As previous generations were equipped with naturally aspirated V8s, purists have long looked back with a hint of regret. In the RS5’s defence, this has been the same old debate that rivals such as the BMW M3 also had to face. The present may be all about smaller, turbocharged engines, but the electric future will surely bring even more debate.

The RS5 goes fast and feels aggressive but in a well behaved way. While some of its German rivals have taken a bolder step, the RS5 remains more predictable and could have taken a more radical stance on its performance. However, we must praise Audi for this mature and realistic approach to what a sporty 4-door car should be. Stuck in the rush hour traffic jam, there is perhaps nothing more satisfying than sitting in a comfortable car that is only one button away from a sporty escapade.

2020 Nissan GT-R : The secret to its timelessness

With Nissan’s latest release of their new all-electric SUV “Ariya,” our heads are filled with words such as “intelligent mobility,” “connectivity” and “e-Power.” The brand new Ariya joins the diverse Nissan family that ranges from small kei cars to kei trucks, without forgetting sedans, SUVs and vans. Yet in the midst of this harmonious and practical family is Nissan’s enfant terrible: the GT-R. Different from the others because of its sporty nature, it is the machine that made the equation of supercar level performance and affordable price possible. The GT-R has become the embodiment of the ultimate Japanese sports car and despite not having changed much since its initial release in 2007, it remains the aggressive looking Godzilla we all adore to drive and photograph. Years go by and the GT-R isn’t getting any younger, so how does it manage to keep its status to such high standards year after year?

The GT-R is as we know it:

large body, angular shapes, aggressive headlights and four iconic circular taillights inherited from the earlier Skyline GT-R. Since the rebirth of the GT-R in 2007, it benefited from a few facelifts and upgrades, along with some special editions over the years to keep the lineup exciting. This new 2020 Nissan GT-R Premium Edition in front of us was less of a new model, but rather the latest revision of the 2017 version. It is similarly just as lean and sharp, erasing the early years’ rounder lines. The silhouette is carved to make space for more air intakes both at the front and back. In short, it is more aerodynamic and more aesthetically pleasing than ever. To complete the look, this Premium Edition was dressed in Wangan Blue (Bayside Blue) like the R34, a perfect match for cruising along the Tokyo Wangan highway.

The interior is as we know it too.

While Nissan can deliver ultra sleek interiors with wide screens and minimal dashboards as we’ve been shown with the Ariya, the GT-R stays faithful to its bulky Recaro leather seats and metallic control knobs. For such a sporty and energetic car, it is a pleasant surprise to open the doors into an inviting and luminous light grey interior. The leather is trim and of good quality and the seats are meticulously hand-stitched. Considering how everything you need comes in as standard, your final bill will be much more pleasant to look at compared to an option-packed European sports car. Leather colour change being one of the rare available options, it’s worth spoiling yourself with this ¥550,000 (approx. $5,000; £4,000) upgrade. The quality and sturdiness of all the metallic buttons and the carbon fiber centre console do show that no details have been left aside. The interior holds such high standards that your eyes do not stumble upon undesired plastic bits that would normally bother you in another car.

Though not the most high-tech, the car comes with a few necessities such as Apple CarPlay, an 11-speaker Bose sound system and a rear camera that will assist your parking capabilities to a certain extent. To fulfil its “Grand Tourer” expectations, the GT-R comes with two rear seats and a reasonably large trunk. Though the rear seats do look spacious and will accommodate two adults, it remains a challenge to sit straight and neck pain will likely ensue. As for the trunk, it may have the depth of a water well but it will definitely fit quite a few bags. All of these features allow the GT-R interior to be a much more comfortable environment for you to enjoy your urban lifestyle.

When it comes to driving in the city,

the GT-R does its best to adapt. “Comfort” and “Save” modes are available, which allows the suspensions and transmission to be softer and therefore allowing fuel economy to be a little friendlier… but with an average of 5.5km/L, the engine still drinks gallons and despite the comfortable Recaro seats, the bumps and vibrations coming from the road will resonate all the way to your fingertips. Turned into the wrong road? You will need to carefully evaluate your surroundings and decide whether the large turning circle of the GT-R will allow you to make this U-turn or not. As Godzilla cruises down the highway at 100km/h, the engine revs at a minimum of 2,000 rpm on its highest gear of its 6-speed gearbox. More than cruising, the car seems to be running an exhausting marathon and we simply wish a 7th gear was available in order to make the fuel consumption more efficient and the overall ride easier on all of us. The city constrains the GT-R from expressing itself freely, but if you can win this game of patience, rewards are absolutely gratifying.

The true nature of the GT-R

reveals itself to you as you finally reach the open road. It’s been impatiently waiting for it. Push all the switches up to initiate “R” modes, put your foot down and the magic happens. The GT-R jumps off the line and does not bother waiting for you as it instantly releases all of its power. 2.9 seconds is only what it takes to go from 0-100km/h when launching it. Though it does go fast on a straight line, the GT-R knows one thing better than the others: how to handle curves.

This GT-R Premium Edition hosts a 3.8L twin-turbo V6 engine, meticulously hand built by 1 of 5 master craftsmen in the world. As for its power, it spits out 565 hp and 467 lb-ft to all 4 wheels. Because it is an electronically controlled AWD system, Vehicle Dynamic Control (VDC) provides power to the wheels that need it the most in order to avoid over or understeering.

Gear shifting is beyond satisfying because the GT-R’s swiftness does not leave aside the mechanical feeling to the drive. The magnesium paddle shifters provide a gratifying “click” as you upshift and downshift. You can also hear the car going through the gears from inside the cabin, as you downshift. It feels mechanical and absolutely satisfying. 

In R mode, suspensions are now much stier too. The steering wheel felt sensitive in the city but it is now enhanced and more responsive than ever. Every Inch of the road surface can be felt at the wheel, which creates a unique connection between you and the road. The hydraulic steering allows the wheel to steer more effortlessly and with more precision for impeccable cornering. With these 3 modes combined, the GT-R grips to the tarmac and helped with its curb weight of 1770 kg, the g-force can be felt through your bones.

The GT-R may have aged, but it does it so well.

From 479hp in 2007, this 2020 Premium Edition has grown to almost 100hp above it. While keeping all of the design and performance features that make a GT-R what it is, it also improved to make the overall ride more comfortable than it has ever been. The GT-R can adapt to your daily routine of commuting and shopping but it still has a long way to go to reach a proper level of comfort. That isn’t what the GT-R is truly aiming for anyway. As most cars turn into an electrified version of what they were, rare are those that still maintain their true “driving machine” spirit. It stays faithful to itself and to its sporty nature. It remains the representation of Japanese craftsmanship and a detail oriented machine that isn’t arrogant and overpriced. For the amount of detail and performance that you get, a price tag of ¥13,319,900 (approx. $125,000; £96,000) including options almost seems like a bargain. 

The GT-R manages to create a real - almost intimate - connection between you, the car and the road. We can only imagine what it’d be like with the Nismo. The GT-R does not try to embellish the driving by overcoating your performance or road surface with an excessive amount of computer tricks. Instead, it gives it all to you in a sheer and intense manner. Because the GT-R keeps it so real, that attitude simply never goes out of style.