The Polestar 3 is intended to be a proper luxury SUV that can finally take on the establishment, competing directly with top-end EV rivals, particularly from German brands. Yes ultimately this is a Chinese-owned brand now, but under the ‘Polestar’ banner, it doesn’t want to compete against the likes of BYD and XPeng, it’s going after BMW, Mercedes and Audi.

On paper, the credentials are certainly there. The Long Range Dual Motor version produces 483bhp from a 111kWh battery, which is enough to launch this near two-and-a-half-tonne machine from rest to sixty in just 4.8 seconds. Tick the Performance Pack box, and the power goes up, bringing that sprint time down to 4.5 seconds.

Polestar claims a range of 390 miles on the WLTP cycle, which is more than healthy for something of this scale. Prices begin at £75,900, though the car I tested, finished in Magnesium paint and equipped with the Plus Pack, the Pilot Pack and HD Matrix LED headlights, came to an eye-watering £85,300.

From the kerb the Polestar 3 looks every inch the premium SUV it wants to be. It avoids the flashiness of Tesla or the bullish bravado of the BMW iX. Instead, it wears clean, sharp lines with the sort of understated Scandinavian confidence that makes a strong impression without ever needing to shout.

The signature Thor’s Hammer headlights sit low and narrow at the front, while carefully sculpted surfaces and a unique airblade mounted at the top of the front of the bonnet, help the aerodynamics.

The side profile has real presence, with strong haunches, flush detailing and a roofline that flows neatly into the rear, where a full-width light bar underscores the car’s broad stance. It is a big vehicle, stretching to almost 4.9 metres in length and more than 2.1 metres across, but the proportions keep it looking taut and athletic rather than bloated.

Practicality is often the deciding factor in this class and the Polestar 3 does not disappoint. Open the tailgate and you find 484 litres of luggage space, which can be expanded to nearly 600 litres if you load up to the roofline.

Plus, there is also a useful little 32-litre frunk up front which is perfect for storing charging cables. It is not the outright biggest in the segment, but it is perfectly usable for family life.

Step inside the rear cabin and the sense of luxury is immediate. The long wheelbase of nearly three metres means legroom is generous, though the feet might be a little tight and your knees a tad higher due to the raised floor housing the battery.

Headroom remains decent despite the coupe-like slope of the roof. Rear passengers are treated to heated seats and their own touchscreen to control climate and media, and that expansive panoramic glass roof which floods the cabin with light. It feels more like a rolling Scandinavian lounge than the back of a traditional SUV, and the quality of materials reinforces that impression.

Up front, the minimalist Polestar ethos is laid bare. The cabin is stripped of clutter but not of luxury, with MicroTech upholstery, aluminium inlays and vegan-friendly trims giving it a modern, premium feel while still ticking the sustainability boxes.

The centre is dominated by a 14.5-inch portrait-style screen that runs Android Automotive, complete with Google Maps, Google Assistant and access to the Play Store. Ahead of the driver sits a smaller 9-inch display, and above that a sharp head-up display. Having said that, a few more buttons and more intuitive controls (like knobs to adjust the mirrors and steering position) would be welcome.

A highlight on this particular car (specced with the £5k Plus Pack) is the Bowers & Wilkins sound system. With 25 speakers and Dolby Atmos, it delivers an audio experience that is frankly astonishing. It really does feel like a concert hall on wheels. You can even select the ambience of the famous Abbey Road studios, and the little jet engine-like tweeter mounted on the centre top of the dash is an exquisite feature.

The driving position is commanding and the visibility forwards is good. The cameras are clear and comprehensive, which helps, but the beeps and bongs can become relentless in London traffic.

Out on the road, the Polestar 3 is more impressive than its heft would suggest. Acceleration is brisk and feels more than adequate for a car in this class. It is not as jaw-droppingly quick as the Polestar 4, but it does not need to be.

The real star of the show is the dual-chamber adaptive air suspension. It can soften itself for comfort, hunker down for aerodynamic efficiency, or firm up when you want to tackle a twistier road. Modes called Standard, Nimble and Firm give you plenty of choice, and Nimble, in my experience, offers the best balance for UK roads. You can also raise and lower the suspension.

Despite weighing over two and a half tonnes, the Polestar 3 remains composed through corners, cornering flatly and gripping with confidence. The steering is accurate, even if it lacks true feel, and the brakes are strong with adjustable regenerative settings. Oddly, while the one-pedal mode on the Polestar 4 was too grabby in the standard mode, in this 3 it was perfectly manageable.

On the motorway it settles into a serene rhythm, gliding along quietly and comfortably. Adaptive cruise and lane-keep assistance work well and reduce the strain of long journeys.

Another surprise – while the Polestar 4 appeared to give true range readings, the 3 tended to lose miles even around town, so I’d err on the side of around 20% less when it comes to the real-world range. But with 250 kilowatt DC charging capability, a 10 to 80 per cent top-up can be achieved in around half an hour if you find the right charger.

The Polestar 3 is a hugely impressive package. It is neatly designed, inside and out. It is comfortable, spacious and luxurious. It delivers strong performance, a useful range and a refined, comfortable ride.

It does have its downsides. At £85,000 as tested, it is serious money for a family SUV. And for that money, I’d want a few more buttons inside too.

But overall, the Polestar 3 feels like the most complete car the brand has built so far. It is stylish, practical, satisfying to drive and handsome.

If you want a family EV SUV that combines Scandinavian design, sustainability, genuine luxury and the kind of audio system that makes you linger in the driveway just to finish a song, then the Polestar 3 deserves a place in your shortlist.

The post Polestar 3 Review – £85k Family SUV with a Bowers & Wilkins Concert Hall Inside first appeared on Asian Leader.

There are many questions in life for which we have thus far failed to find a satisfactory answer. For example: why does toast always land butter-side down? Or what precisely is the purpose of a rubber chicken? And most pertinently on this occasion, what happens when you take a classic Fiat 500 – a car only marginally larger than a ripe melon – and stuff it full of EV batteries and magnets instead of a noisy two-pot and Italian expletives?

Well, dear reader, the answer is now apparent to us, and it constitutes a frisky mouse on steroids wearing a tin suit – alternatively known as the Silent Classics Fiat 500e.

Now, the original Fiat 500 was not so much a car as it was an exceptionally ambitious space-hopper. Two grown men climbing into one would seem like attempting to accommodate a dance troupe in a thimble.

In fact, the tiny tiddler must be a distant relative of the Tardis, as this lanky motoring journalist (over six foot with legs longer than a list of a Prime Minister’s broken promises) easily folded himself into the driver’s seat, without feeling entirely cramped. This car is a miracle of packaging only rivalled by IKEA’s flatpacks. Just don’t mention the rear seats!

Beside me sat Silent Classic’s CEO and Director, Jack Kerridge, a marvellously affable engineering wizard; and a man with the patience of a monk (despite my best [worst?] efforts at the wheel) and the optimism of a visionary who seems to be in on cosmic truth the rest of us aren’t yet privy to.

With the enthusiasm of a 10-year-old tanked up on toffee, I took to the tight and twisty city track like a tifosi after two shots of espresso. The original 500cc two-cylinder air-cooled engine in the back would only manage a raucous but wimpy 13bhp in its day, less than a coffee blender.

The 44kW AC motor in this reincarnation offers 59bhp and 160Nm of torque. Wowsers. That’s a significant boost in a package of insignificant weight. The 21kWh battery offers a range of 120 miles. With no performance figures to hand, I can report 0-62mph in “delightful astonishment” and a top speed of: “surely it was never meant to do this?”

“It wasn’t really engineered for performance,” Jack ruefully suggests and is duly ignored as I barely slow before wrenching it hard into the next corner and prodding the right pedal to set it charging off again like a scolded squirrel. Jack emits a noise somewhere between a nervous laugh and a short prayer in binary.

In a car like this, you can go fast enough to get the red cells coursing, but never quick enough to fear death – “speak for yourself!” Jack would surely interject, though. Watch the video and you’ll note his expression goes from surprise, to abject fear and finally resigned queasiness. I really should have slowed down, but I was frankly too busy enjoying myself to notice!

Unlike other classic conversions, there is no pretence of a manual box; it just has a lever offering forwards, backwards and a vague central position of neutral. You get a rackety handbrake, two pedals and a traditional key to start. But there’s a sympathetically styled digital display, displaying speed and battery percentage, along with regenerative braking and an uprated optional disk brake upgrade – thank God! Frankly the only thing you’ll miss is power steering, but then you can skip “biceps day” at the gym.

But you know what? It was brilliant! Agile, responsive, and grippy in the way that only limpets with a wheel at each corner could be.

You’re intrigued, right? Suddenly, you’re imagining the possibilities, working out the lifestyle choices and pondering the price. Well, the V2 kit conversion is expected to cost around just £15,000, well below the usual £30-50k most classic conversions tend to cost.

Fiat built nearly four million of these cars over nearly two decades from 1957. So there’s plenty about still and you can pick up a classic Fiat 500 in fair nick for anywhere between £6,000 to £10,000. So we’re talking about £25k in total for a chic urban electric tearaway in a world where many soulless EVs tend to tout a price tag of about £40k! It also just manages to undercut the price of a brand new Fiat 500e – hmm… watch the video and then tell me, which would you rather rock?

Of course, you have to give up on the space, comfort, safety, tech, connectivity… should I go on? But none of that matters because the new cars can’t compete with the 500e’s retro cool, unflappable charm, and colossal charisma. Here, you’re driving something that makes strangers smile, pensioners reminisce, and children point.

With EV battery technology evolving even faster than smartphones, you might argue that it’s too early to convert classics to electric. You might be right. But Jack is confident about his tech. He firmly believes that one of his classic 500 conversions is good for 150,000 miles – that’s about six times around the world!

While I’m not entirely convinced, the great thing about a plentiful and still relatively affordable classic like the original 500 is that you can take that chance. And while it wouldn’t be an easy process to swap out the battery tech, it surely would be possible to upgrade as and when, for example, when more efficient and safer solid-state batteries arrive.

In any case, this car laughs in the face of convention. For city-dwellers, it makes a lot of sense, and while it doesn’t shout “I’m saving the planet,” the fact is that there are few options more environmentally-friendly than repurposing an existing, already long-lived classic with recycled EV batteries and future-proofing it for generations to come!

The Fiat 500e by Silent Classics is what happens when nostalgia meets nerdiness, when sustainability gets a sense of humour, and when two grown men willingly jam themselves into a shoebox-shaped pod for a spin around the future and a few big laughs along the way.

The post REVIEW: Classic Fiat 500e – A Tiny Italian Bundle of Fun Rebooted by Silent Classics first appeared on Asian Leader.

The British weather had threatened to play spoilsport, with heavy downpours in the days leading up to the show, but once the gates opened on Friday the clouds parted. Visitors were treated to an exquisite break in the gloom, and the event basked in dry, golden conditions that allowed the cars to shine as brightly as the September sun.

Set against the spectacular historic setting of Hampton Court, the Concours is about more than cars. It’s about atmosphere, people, and the quiet thrill of discovering something you’ve never seen before. It’s a rare opportunity to enjoy world-class automobiles in surroundings that elevate them from mere machines to rolling works of art.

This year’s line-up was as eclectic as it was extraordinary. Modern icons shared the lawns with pre-war legends, creating a timeline of automotive history that spanned more than a century.

Among the standouts was a remarkable gathering of Formula 1 machinery — from the 2014 Mercedes W05 Hybrid, a dominant car in the hands of Lewis Hamilton and Nico Rosberg, to Nigel Mansell’s 1988 Ferrari, the radical six-wheeled Tyrrell P34 of 1977, the 1970 March 701, the Maserati 250F often driven by Juan Manuel Fangio, and the majestic 1955 Mercedes W196 Silver Arrow. To see these cars together, just a few feet apart, was to witness the evolution of motorsport at its highest level.

Elsewhere, a spectacular line-up of Lotus Esprits, celebrating 50 years of the movie-star supercar, delighted enthusiasts. From the last-of-the-line V8s to the rare Essex Special, the commemorative John Player Specials and the evocative Turbo HC, the Esprit display told the story of one of Britain’s most distinctive supercars.

There was even a faithful full-scale replica of the famous James Bond submarine car from The Spy Who Loved Me, a reminder of how the Esprit’s wedge-shaped silhouette became a true cultural icon.

But the beauty of the Concours of Elegance lies in its variety. Walking the gardens, visitors could encounter a Bugatti Type 57 Atalante gleaming in black and yellow – Ettore Bugatti’s own favoured colours – before turning a corner to discover the futuristic 1970s Mercedes-Benz C111, complete with gullwing doors and Wankel rotary engine.

French rarities like the Ligier JS2 and Italian-American exotics such as the Ghia L6.4 added further intrigue. As ever, the mix was designed not just to impress, but to surprise.

The organisers reported a record-breaking opening day, with crowds flocking to the palace to admire the cars, meet their owners, and soak up the atmosphere.

The second day continued in the same vein, with awards ceremonies, special displays, and the sort of relaxed but refined ambience that makes this concours unique. For many, the conversations with passionate owners were as memorable as the cars themselves.

It is this blend of the familiar and the unexpected that makes the Concours of Elegance so special. Year after year, it delivers not only the great names of motoring history, but also the rare and the unusual. It is a gathering where stories are shared, friendships formed, and automotive heritage celebrated in style.

As the sun dipped over Hampton Court on Saturday evening, one thing was clear: the Concours of Elegance remains a jewel in the crown of the motoring calendar. Exquisite cars, wonderful people, and unforgettable moments – this is an event that continues to set the standard for concours d’elegance around the world.

The post Concours of Elegance 2025 – A sun-kissed Celebration of Automotive Art at Hampton Court Palace first appeared on Asian Leader.

Before we get into all the details of the Polestar 4, let’s answer a question that might be preying on the mind of the uninitiated – what exactly is Polestar? Well, it used to be the performance and motor-racing arm of Volvo. After Chinese giant Geely took over Volvo, Polestar was separated into a standalone brand in 2017 to focus on producing only electric cars.

It’s perhaps fitting then that this new Polestar 4 packs a solid wallop of an acceleration punch when you mash the throttle pedal. Yet despite the brand’s heritage, this is neither what you most expect from this SUV based on its appearance, nor the main talking point of this new EV.

That would probably be the lack of a rear window. But this is not a van, it’s a luxury sports-SUV. Welcome to the most radical car yet from Volvo’s all-electric offspring, the new Polestar 4 Long Range Dual Motor – a ‘coupe-SUV’ with 544bhp, 0–60mph in a stunning 3.7 seconds, and a claimed 367-mile range. It’s the quickest Polestar ever built. But does that make it the best?

The Polestar 4 sits between the smaller Polestar 2 saloon and the larger Polestar 3 SUV. Think of it as a mid-sized electric crossover, pitched against the Tesla Model Y Performance, the forthcoming Porsche Macan EV, and even the Lotus Eletre. At just under 4.8 metres long, it’s big enough to be practical, sleek enough to look sporty, and expensive enough to make you swallow hard.

Prices start around £60,000 for the range and £66,900 for this LRDM AWD version. But the test car, finished in Electron metallic paint (a light blue) and fitted with Plus Pack, Pilot Pack, 21-inch wheels, Nappa leather seats and premium audio, weighed in at an eye-watering £71,500.

The most obvious talking point? No rear window. Instead, Polestar gives you a high-definition camera and digital rear-view mirror. Clever, futuristic, and arguably safer thanks to better visibility in poor weather.

But as someone who wears spectacles, I found it more of a strain than a gain – a reminder that tech isn’t always universal in its brilliance. And frankly, I can’t really see the logic of entirely deleting the rear window, especially when it looks as if it’s just been covered up by an additional panel on the large tailgate.

Polestar also makes a big deal about sustainability. The cabin uses eco-friendly materials such as recycled fabrics and responsibly sourced vegan leather. The car is also built around Polestar’s carbon-accountability ethos, with every gram supposedly accounted for in lifecycle reporting. A nice idea – though, let’s be honest, for the sort of buyers spending over £70k on a car, these issues may not be of primary concern.

The Polestar 4 is a looker. The low roofline, sharp creases and flush details give it a sleek vibe. The frameless doors add drama, while the 21-inch alloys help with the impressive stance.

Round the back, the deleted window gives the design a cleaner, sportier coupe profile. And yet it’s still practical: a 500-litre boot (up to 1,546 litres with seats down) plus a handy little frunk for charging cables. Getting into the rear is like boarding a limousine, tons of room, heated and reclining rear seats, plus a control panel for the aircon and stereo!

Inside, it’s pure Scandinavian minimalism. The 14.7-inch portrait-style infotainment screen offers slick navigation and voice control. A second display ahead of the driver shows speed and essential info, plus there’s a head-up display too.

Everything works through screens and a few steering wheel-mounted haptic controls, which may be futuristic but also fiddly – especially when adjusting the steering wheel, side mirrors, and even opening the glovebox can only be done through the screen.

The seating position is commanding, visibility forwards excellent, but rearwards entirely dependent on that digital mirror. Storage space is generous, audio quality superb, and there’s wireless charging, endless USB ports, and enough cameras outside and in to put Oxford Street CCTV to shame!

Let’s cut to the chase – select performance mode and this thing is brutally quick. Flatten the accelerator and it rockets forward with head-pinning intent. The traction is ferocious. It’s enough to strain your neck and make your passengers sick – not being accompanied by the sound and fury of a traditional engine – messes with people’s minds.

But speed is just part of the story. The steering is sharp, the chassis agile for something weighing nearly 2.3 tonnes, and the suspension has multiple modes: Standard, Nimble and Firm. “Nimble” does what it says on the tin, making the car feel tighter and more eager, while Firm stiffens things for sharper cornering. The ride on 21s is mostly composed, though sharper bumps do filter through.

Braking is powerful, regen settings are adjustable, which is handy as the full-on ‘one-pedal’ model seems overly aggressive, hard to deploy smoothly, so personally I dropped it down to the lower mode and things improved.

Body roll is well contained, but having explored its sporty credentials once or twice, admittedly, the scale and practicality of carrying others aboard means you’ll probably prefer to cruise effortlessly rather than blast around everywhere.

The range predictions, on the other hand, are impressively accurate, even when taking in motorway cruising on effective adaptive cruise control and attacking some B-roads with as much vigour as the size of the car will allow.

On the plus side: this is a shockingly swift, spacious and practical luxury SUV. It’s stylish, will get the neighbours tongues wagging, yet wears its environmental concerns on its sleeves (or rather its flanks and the back of its headrests). It’s packed with tech and kit (including ambient lighting based on the celestial bodies in our solar system) plus a brilliant stereo system.

That digital rear mirror won’t be for everyone, though and blanking out the rear window just seems to be form over function to a level unseemly of a brand sprung from the solid and sensible DNA of Volvo. Similarly, the heavy reliance on the centre screen is worrying; not having a button for basic stuff like unlocking the doors with your key fob feels unnecessarily pretentious. Plus, it isn’t cheap.

The Polestar 4 is a reminder that the future can be a little awkward, expensive, and sometimes just a bit… overcomplicated. Especially when it feels like it’s been designed by committee rather than common sense. However, it’s also a fascinating, bold step forward. It’s a car that turns heads, makes virtuous statements and delivers a properly engaging drive.

The post REVIEW: Polestar 4 Comprehensive – The Fastest Polestar Ever! But No Rear Window first appeared on Asian Leader.

Some cars are more than the sum of their spec sheets. Some cars are hidden gems. Some cars are unexpected delights. Some cars actually make sense on multiple levels. Some cars are the new, £22k, 2025 Suzuki Swift AllGrip Ultra Hybrid tested here.

If you like eager little hatchbacks that will dart in and out of city gaps, provide usable passenger and boot space, engage you with heel-and-toe downshifts and cheeky handbrake turns, sip fuel while being refined at motorway momentum, and even scrabble over churned-up gravel while wading through rain pools. Then you’ve landed on the right road (off-road) test!

The Suzuki Swift Allgrip is definitely not the fastest, flashiest, or even the most high-tech supermini out there – but it might just be one of the smartest buys you can make today, especially if you live in the real world… with real weather.

I have previously reviewed the latest gen Suzuki Swift already, but this is the AllGrip and the very slightly increased space above the tyre in the wheelwell, suggesting a fractionally increased ride height, reveals this is the AllGrip all-wheel-drive.

It has the same, efficiently eager, hybrid system as in the 2WD model, but then the drivetrain only adds another 65kg (less than a passenger). Interior and boot space remain the same, though you lose a couple of litres from a marginally smaller fuel tank.

Suzuki’s AllGrip system in the Swift isn’t a hardcore off-road setup. It’s a viscous coupling arrangement that acts like a centre differential – sending drive to the rear wheels only when the fronts start slipping. Think of it as a safety net for the unpredictable British weather and the occasional off-the-beaten-path meandering. The AllGrip version gives you a touch more confidence in poor conditions without compromising the city-friendly dimensions that make the Swift such a doddle to drive.

Let’s be honest: with a 1.2-litre 3-cylinder mild hybrid engine, 82bhp, and 112NM of torque, the Swift AllGrip isn’t going to set any lap records. The 0-62mph sprint is a leisurely 13.6 seconds, and top speed is 99mph. But that’s missing the point.

The joy of this car lies in its old-school analogue charm – a delightful 5-speed manual gearbox, a clutch pedal, an actual physical handbrake, plus analogue dials! You do get a small digital screen in the middle of the dash with various trip computer readouts, including power and torque bars, and speed in digits, but there are also rev and speedometer dials with actual needles – in this day and age!

Set off and initially, the engine growls with purpose as it literally tries to punch above its weight. As you rev up to the 6k redline, and work your way up the gears to get to speed, it settles to quiet sophistication. And you smile. It’s engaging in a way few new cars are allowed to be anymore.

Yes the clutch, gearchange and steering are all a tad too light, there could be more sharpness, feedback and heft from the helm, but remember this thing doesn’t carry an ambitious ‘Sport’ badge on its rump, it’s just a regular runabout trying to keep things interesting for those drivers that miss the old days.

The ride is impressively composed, well-controlled on the motorways, surprisingly grown-up on back roads, perhaps with a little more give to cope with broken roads, so take that, you potholes!

As part of this review, we got to take the Swift to Monster Mountain in Cardiff, a playground in a quarry. Slippery surfaces, mild inclines, water splashes – it took it all in stride.

In truth, a regular front-wheel drive Swift would have managed it all with a little coaxing. The AllGrip made it effortless, though. And from the wheel, you had no sense of the cleverness going on in the drivetrain as you picked your way through a pond and then immediately hooked a sharp 25-degree up a grassy incline. There was no sense of slippage at all.

Inside, it’s business as usual. The Swift’s cabin isn’t posh, but it’s functional, solid and well-equipped. And it’s packed with everything you expect in a modern car from infotainment screens to six airbags and steering-wheel mounted remotes, but also luxury-level spec including adaptive cruise control, climate control, heated door mirrors, rear camera, cross-traffic alert, lane keep assist, LED lights etc.

The rear seats are still a squeeze for taller passengers (especially behind a 6ft+ driver like me), but it’s manageable for short distances. Boot space is a respectable 265 litres.

Fuel economy is strong at 57.6mpg combined – I saw 50mpg and I wasn’t sparing it! CO2 emissions of 110g/km mean it remains very wallet-friendly on tax.

In a world where cars are becoming more sanitised, automated, and bloated, the 2025 Suzuki Swift AllGrip Ultra Hybrid is a breath of fresh air and genuinely one of my favourite new cars out there. It’s simple, honest motoring with just the right dose of modern tech and safety. Plus, for about two grand more than the standard Swift, the AWD provides peace of mind, and everyday robustness, all wrapped in a fun and frugal package.

The post Suzuki Swift AllGrip Ultra Hybrid first appeared on Asian Leader.

It’s been a long time coming, but I finally got my hands on the all-new MG Cyberster GT – and yes, it was worth the wait. I missed the launch, missed the press events, nearly missed this drive too, thanks to a temporarily closed track at Millbrook. But I’m stubborn (or mildly obsessive), and I wasn’t going to leave until I got my go behind the wheel of what is arguably the most important sports car of recent times!

This isn’t just another EV. The range-topping Cyberster GT is MG’s bold, open-top love letter to its roadster roots – only now with dual motors, 496bhp (two and a half times the power of the MG RV8 from the early 1990s!), 725Nm and a 0-62mph time of just 3.2 seconds. That’s not quick, that’s warp speed for a sub-£60k convertible. So we’re not just talking all show and no go, but do these numbers translate into real excitement?

Let’s start with the drama. And there’s plenty. Just look at it! Long bonnet, short tail, hips like a Strictly dancer. And of course… those extraordinary scissor doors. Press the button, and up they glide like it’s auditioning for the Back To The Future remake. It won’t look out of place in a posh hotel’s car park full of supercars, and makes a Porsche Boxster look dull. It turns heads. And keeps them there.

Slip inside (after you’ve stopped playing with the doors like an overgrown child), and you’re greeted by a cockpit that leans firmly towards the driver. Alcantara accents, a full digital display setup, and sports seats that hug tighter than your uncle Javid at Eid.

It’s not Bentley-level posh, but it doesn’t need to be. To follow those show-stopping doors, it just needs to feel special, and it manages to pull that off too. Everything from the steering to the drive selector pod feels futuristic, with just a smidge of sci-fi flair.

And yes, it’s roomy enough for taller drivers. At 6ft 1.5in with long legs, I had no issues getting comfy, and in fact, I had to use the door-mounted seat control to move the seat forward rather than back!

Right, down to business. This isn’t a static showpiece. This is a powerful all-wheel-drive beast in a sports jacket. That 0-62mph time? Stamp the throttle in Super Sport mode, and you will be pinned back in your seat like you’re in a fighter jet. Without the after-burner noise, however. Nonetheless, it’s immediate, intoxicating, addictive, and surprisingly civilised.

There are Comfort, Sport, and Super Sport modes, and the difference in damping and throttle response is noticeable even at slower speeds. It’s super smooth, though. Less darty, more smarty. Around Millbrook’s tight city circuit and twisty hill course, the Cyberster felt planted, progressive and never twitchy. There’s no snap-oversteer here. It’s almost too well-behaved, too poised, to the point that you find yourself wondering, “Is this really an MG?”

Steering? Light, but responsive. Grip? Loads of it. Ride? Firm but not crashy. It’s not a raw driver’s car in the mould of a Lotus Elise, but it’s also not trying to be. What you’ve got here is something a little more grown-up – a gentleman’s grand-touring roadster, if you will.

On the Alpine course, I chucked it into corners with increasing confidence. Sure, I’d like a bit more bite from the brakes, but given how many journos had probably already cooked the pads, I’ll let that slide. The regen is customisable, and you can even go full one-pedal driving if you’re that way inclined. Frankly, I’d want more time with it. It’s a car you really want to take time to get to know properly, over some distance, over different types of roads. With a range of 275 miles, you’d have the confidence to try that too.

Modern MG makes family hatchbacks and SUVs. So, quite frankly, the MG Cyberster GT is a car none of us expected the Chinese-owned company to make. But boy, are we all glad they did. The EV sector needs more cars like this – exciting, sporty, charismatic machines that intrigue and entice.

£60k isn’t exactly cheap or accessible, and if we were hoping for an electric rival to the Mazda MX-5 (we were), then it’s a bit disappointing. On the other hand, the Cyberster is fast, stylish, genuinely fun to drive, and will get you into the most exclusive of venues as soon as those doors fly up.

This isn’t just MG reclaiming its roadster heritage. It’s MG rewriting it. And why not? Groovy baby!

The post REVIEW: MG Cyberster GT – The 496bhp Electric Roadster first appeared on Asian Leader.

The new 2024 Toyota Land Cruiser J250 has arrived – and if you’re in the UK, this is your Land Cruiser. While much of the world gets the full-sized 300-series Big Daddy Land Cruiser, we get this slightly smaller, slightly leaner sibling, also known globally as the Land Cruiser Prado, or simply the Prado. But don’t dismiss it as the runner-up – because, frankly, by our standards, it really ain’t small, plus this might just be the best-looking Land Cruiser of the modern era.
In fact, it looks so good, you might wonder if its big brother shouldn’t be taking some fashion tips from it! This radically reimagined Prado channels vintage 80s charm with bold boxy lines, but pairs that with futuristic tech and premium polish. It’s like the Land Cruiser got a retro-futurist glow-up, and now it’s turning heads as well as lugging loads.
Two questions though: is it too posh to go mud-plugging now (like the Land Rover Defender has become) and secondly, is it really worth the eyebrow-raising £77,845 price tag? I took it off-road at the SMMT Test Day at Millbrook Proving Ground to find out.
Under the bonnet is a 2.8-litre, four-cylinder turbodiesel engine, producing 202bhp and a hefty 500Nm of torque. It’s mated to an eight-speed Direct Shift automatic gearbox, sending power through a full-time four-wheel-drive system. Okay, so it’s not built for straight-line thrills; it gets from 0-62mph in leisurely (by modern SUV standards) 10.9 seconds and tops out at 105mph. But then it’s making a different kind of point here: “you may be able to go fast, but I can go anywhere!”
Fuel economy is a modest 26.4mpg on the combined WLTP cycle, and CO₂ emissions sit at 280g/km. So, you’re not winning any eco-awards and might well provoke the ire of urban anti-SUV warriors. Anyway, if you’re thinking of one of these, you’re more interested in climbing over trees, not hugging them.
Whether the numbers add up for you, that’s for a calculator – and your accountant to decide – but now let’s turn to matters of the heart. I’ve always admired and respected the Prado (essentially the lineage from which our test car heralds) but I’ve never gone, “oh damn, that’s cool. I WANT one!”
That, however, is exactly how I feel about this Toyota. The last time I felt that was about a large Toyota, it was the funky FJ Cruiser. The J250 is easily the most handsome Land Cruiser we’ve ever seen since the classic FJ models. It is unapologetically square and retro in its design, evoking classic Land Cruisers of the past, but with just enough modernity to make it feel cutting-edge. The bold grille, squared-off wheel arches, upright tailgate and slim LED projector headlights give it that Tonka-toy-on-steroids vibe that just convinces you of its indestructibility yet wows you with its evocative style.
The “Sand” paint on my test car really complemented the aesthetic, giving it that rugged, Middle Eastern desert-raider vibe, which certainly appeals to someone who’s spent about half their career in the GCC. With 20-inch alloy wheels, roof rails, and black cladding all around, it manages to look premium and purposeful at the same time.
The Land Cruiser can’t just go anywhere, it can also be anything. You’d expect to find it on a humanitarian mission, a mountain pass, or the school run. Possibly all in the same week. This time Toyota is not limiting the UK to the second-best Land Cruiser. This one is more desirable for sure.
Climbing inside the J250 felt like coming home. I’ve spent countless hours behind the wheel of Land Cruisers and Prados over the years, especially in the Middle East, where they’re revered. I even ran a Prado as a long-termer years ago. That feeling of confidence, familiarity and bulletproof solidity? Still very much present.
But now it’s been thoroughly modernised. You’re greeted with a widescreen 12.3-inch infotainment display – crisp, intuitive and finally up to scratch with modern expectations. That’s paired with a rich-sounding 14-speaker JBL audio system and a slick head-up display.
The cabin materials have stepped up a notch, too. Leather seats with titanium-effect trim, a panoramic Skyview roof that floods the cabin with light, and an ergonomic dashboard with glove-friendly toggle switches all make it feel functional yet plush.
Rear passenger space is excellent, with climate control and multiple power ports, while the third-row seats (yes, it’s a seven-seater) are handy for kids or emergencies. The boot is cavernous, especially with the seats folded flat – and there’s even a little storage cubby underneath the boot floor.
You can’t call yourself a Land Cruiser if you can’t handle the rough stuff – and this thing eats tough terrain for breakfast. I took it onto Millbrook’s off-road testing route, and it just laughed at everything in its path. Loose gravel, deeply rutted tracks, steep inclines, axle-twisting dips, log bridges – none of it fazed the car one bit.
It comes armed with an arsenal of go-anywhere tech: an electronic locking rear differential, Crawl Control for downhill descents, Multi-Terrain Select for different surfaces, and a Stabiliser Disconnect Mechanism that boosts articulation when you need it. None of which I needed to bother deploying – apart from the hill-descent. Paired with that torquey diesel engine and high ground clearance, it’s unstoppable.
I could feel the reassuring thrum of the diesel through the seat, the light but responsive steering letting me guide it wherever I wanted to go – and wherever I pointed it, it went. Like it was born for it. Which it was.
Just ask my friend Syed Ghazanfar Agha, who’s been proving exactly that with his Hilux ‘Revo’ – built in Pakistan – which he drove all the way from Karachi to London in 2024, and then took on to Russia this year. His favourite saying? “Tota Tota hain!” which translates as “Toyota is Toyota”. And honestly, after a few minutes behind the wheel of this, you understand why that phrase resonates with people around the world. It’s not hype. It’s hard-earned trust.
The Toyota Land Cruiser J250 is, quite simply, a beast. It’s no longer the affordable, utilitarian workhorse it once was – but it’s evolved into something arguably even more desirable. It’s retro-cool, incredibly capable, practical for family life, and feels like a statement vehicle for people who want their off-roader to actually do off-roader things.
It’s undeniably expensive. But it’s also an investment in peace of mind, reliability, and go-anywhere freedom. And with its blend of nostalgic design and advanced tech, it’s no longer just a logical choice – it’s a desirable one too.
If you need one car to go anywhere in the world, the Land Cruiser is still that car.
Toyota is Toyota, after all.
Let me know what you think of the new J250 in the comments. Would you buy one – or is it just too posh and pricey now?

The post 2024 Toyota Land Cruiser J250 – Retro-Cool Legend or £78k Madness? first appeared on Asian Leader.

Back in the day, I loved this thing. As a sci-fi fan, the Porsche 928’s sleek, rounded, pod-like aesthetic appealed to me. It’s astonishing and hard to believe, frankly, that the Stuttgart sports car company released this futuristic V8-powered 2+2 GT way back in 1977 – 47 years ago! Perhaps less surprisingly, it had an incredibly long production run of 18 years right up to 1995, and even today, it looks entirely contemporary and in no way dated at all!

And few cars capture the spirit of the 1980s and early ’90s quite like the Porsche 928 GTS. With this car, Porsche wanted to prove it wasn’t just a one-trick pony with the rear-mounted boxer-engined 911, and could also offer a long-legged ballistic cruiser.

Originally, it was envisioned as the successor to the 911, a model they believed had reached the end of its potential – okay, you can stop laughing and pick yourself off the floor now. But these were very different cars, and the 928 simply couldn’t dethrone the legendary 911 as the visceral sports car it was, but instead offered something different with the company’s first V8.

The muscle under the bonnet meant it was suited to Autobahns and also aimed squarely at markets like the United States, where it suited long-distance driving. The car’s spacious interior and plush ride made it a hit among affluent buyers. As the first sports car to win the prestigious European Car of the Year award in 1978, it carved out a loyal following and became a cult classic in its own right.

Interestingly, the 928 was almost immortalised in pop culture as the hero car in the hit TV series Magnum, P.I. Tom Selleck, the show’s star, reportedly favoured the 928, but the producers insisted on a Ferrari 308 GTS because they wanted a convertible. The 928 did, however, make memorable appearances in films like Risky Business, cementing its reputation as a car for those who appreciated understated elegance and raw power.

While in the UAE last year working on the spectacular Mille Miglia Experience as one of the team managing the media, I was delighted to be given this cherished black 1993 example, a 928 GTS, as my “work car” for the first two days of the event! Inevitably, then, I stole a quick opportunity during a very hectic schedule to do a quick drive review.

The 928 GTS is exactly what you’d expect from a proper grand tourer: powerful, comfortable, and just a touch intimidating. It’s not a car you throw into corners with reckless abandon – it demands respect, and in return, it delivers an experience that’s nothing short of sublime.

As I navigated the smooth highways of the UAE, the car’s composed ride stood out. Unlike modern performance cars that stiffen up at the slightest hint of a bump, the 928 GTS glides. It absorbs imperfections effortlessly, keeping things serene in the cabin.

You can’t help but be intoxicated by the glorious 5.4-litre V8’s grunt, which puts out a significant 345bhp and 500Nm of torque sent to the fat rear wheels. Kick-down the 4-speed automatic and it takes a while before the motor winds up and deploys momentum.

On paper, acceleration from 0-62mph was given as 5.9 seconds (very quick for 1993!) and top speed was just over 170mph. This one didn’t feel quite as quick, reminding us of its veteran age via the protests of a few subtle squeaks and rattles. Nonetheless, while there was a momentary pause before it got going, once it did, it barked like thunder and devoured distances.

Taking the 928 GTS through corners, you feel its weight. The steering is reassuringly hefty, giving you a sense of connection to the car, but it’s not exactly nimble. There was slight understeer if you pushed it hard, a reminder that this is a GT, not a track monster.

Still, the body control is admirable. On fast, sweeping bends, the car feels planted and confident, rewarding a measured and smooth driving style. But let’s be clear – this is a car for eating up miles on open roads, not setting lap times.

The 928 GTS is remarkably comfortable. The seating position is spot-on, even for my 6ft 2in frame. Hours behind the wheel were no pain at all. The air conditioning – essential in the UAE – performed flawlessly, although I had to keep turning it down because it got too chilly (a nice problem to have).

This car was presented in superb condition, with a near showroom-fresh interior. And despite the occasional creaks and groans on this 31-year-old GT, it felt pretty solid. The controls had a satisfying weight to them, from the steering to the gear lever, reminding you that you’re driving something built to last.

In an era of soulless SUVs and overly digital sports cars, the 928 GTS reminds us why we fell in love with driving in the first place.

It’s not a perfect car. But perfection is boring. The 928 GTS has personality, drama, and presence and that’s what makes it special. It’s a car that rewards long drives, high speeds, and a too-cool-for-school driving style.

Values vary considerably for old Porsche 928 models, unsurprising, given its long life-cycle and with over 60,000 produced. A lot depends on condition and more desirable and rare editions will command significantly higher rates. While it is possible to acquire a 928 from under £20,000, it may well need twice as much again spent on restoration and repairs.

The cars are complex and parts are becoming harder to source. So buy the best you can. At the top end, values rise to as much as £100k or more. For an example like the one tested you’re looking at around £60,000 according to Hagerty.

The post Review _ Porsche 928 GTS: The Grand Tourer That Defined Cool first appeared on Asian Leader.

Sometimes a car doesn’t need to scream to make a statement. It just needs to show up with a cheeky grin, a bit of charm, and enough clever thinking to stand out in a sea of lookalike electric boxes.

That’s precisely what the new Inster does. It’s small, appealing, practical, and actually feels like it was designed by people who still believe cars should have a bit of personality – even if they’re battery-powered.

Hyundai’s on a bit of a roll with their EVs. The Ioniq 5 brought a handsome square-off style with a touch of 70s graphics, the Ioniq 6 went a different direction with swoopy style that would fool bystanders into thinking it was a Porsche. Eschewing any notion of family resemblance, the Inster again chooses an entirely different attitude. And a playful one at that.

Where many electric city cars are anonymous, the Inster leans into its cutesy silhouette and pixelated retro design language with a kind of joyful defiance. The more you look, the more you appreciate the clever details. This is a car that doesn’t just try to blend in – it wants to start its own conversation.

At the SMMT Media Test Day held at Millbrook Proving Ground, I had the chance to poke around it, climb in, and take it for a quick drive. First impressions? There’s an urban explorer vibe to it, and within some 60s chic from its chequer-print upholstery, bakerlite-style panels and front ‘bench’ seat. Hyundai’s done well to balance character and credibility.

Prices start at just under twenty-four grand, which in today’s EV market is practically bargain basement territory. For that, you get a choice of two battery options. There’s a 42kWh unit delivering 97PS and up to 203 miles of range, or a larger 49kWh pack pushing out 115PS with a claimed 229 miles.

While neither setup is going to thrill performance junkies – the 0-62mph time hovers around 11.7 seconds — the Inster never pretends to be anything it’s not. What it does instead is offer city-friendly pace that feels lively enough, with light, easy controls and good visibility.

And that ease-of-use is where the Inster really shines. Jumping into the driver’s seat, you immediately notice how open and airy it feels. It’s compact on the outside, but clever packaging gives it a roomy, inviting cabin.

Headroom is properly generous — I could wear a top hat in here. Rear legroom is surprisingly decent too, even with the front seat set to my driving position (and I’m over six foot). The boot, while not cavernous, is smartly laid out. At 280 litres with the seats up and over 1,000 litres with them folded flat, it’s practical enough for most everyday tasks. There’s a handy double floor setup too, allowing you to tuck away charging cables and other kit out of sight.

The cabin design is a particular highlight. It’s playful without being silly. There are bright accents, cool fabrics, plus 10.25-inch screens, one for the instruments and the other for infotainment, both easy to navigate and thankfully complemented by physical buttons. Yes — actual buttons! It’s refreshing.

Out on the road, the Inster feels surprisingly composed. I chucked it around a simulated tight and twisty city route, came away smiling. Steering is light but accurate, and while you’re never encouraged to push it hard, the car feels nimble and planted enough to chuck about confidently. Ride quality is impressive for something this size. You can tell Hyundai has prioritised comfort and control for the urban jungle.

Acceleration is adequate rather than brisk, but in real-world terms, the Inster has enough get-up-and-go to handle stop-start traffic, roundabouts, and quick merges without drama. It’s exactly what you want from a car built for the school run, supermarket dash, or commuter crawl.

What sets it apart, though, is that sense of identity. The Inster isn’t just another appliance on wheels. It has charm. It has a face. It has the kind of design that might actually make you smile when you walk up to it in the morning. And in an EV market that’s at risk of becoming soulless, that’s something to be celebrated.

The post Hyundai Inster Review – Small EV, Big Personality first appeared on Asian Leader.

There’s a new EV player in town – and it goes by the name Xpeng. If you’ve never heard of them, don’t worry, you will. Xpeng is one of the latest Chinese electric vehicle brands to enter the UK market, and their first offering here is this: the G6, a mid-size coupe-SUV aimed squarely at buyers considering a Tesla Model Y, Hyundai Ioniq 5, Kia EV6 and even the BYD Sealion 7.

So… what’s it like? Well, I’ve spent a good few days with the G6, covering everything from practicality to driving, infotainment and voice commands, and even launch control (yes, really).

It’s built on Xpeng’s SEPA 2.0 platform with 800V architecture, allowing super-fast charging up to 280kW – theoretically 10 to 80% in just 20 minutes, assuming you can find the right charger.

It’s rear-wheel drive, comes in two flavours – Standard Range (£39,990) with 270 miles WLTP range, and Long Range (£44,990) claiming to carry you up to 354 miles.

Power output 255bhp for Standard giving 0-62mph acceleration in 6.6 seconds, while the Long Range gets a bump to 286bhp and 0-62mph in 6.2 seconds. Torque on both is 440Nm.

With its cab-forward silhouette, slim LED lights and soap-bar body, it’s got a sleek, futuristic vibe. The drag coefficient is understandably slippery at just 0.248 Cd, which is impressive even by EV standards.

It rides on 20-inch wheels, and while it might look relatively compact in pictures and videos, it’s actually quite a substantial sized SUV.

Pop the powered tailgate – via the key, a button, or even a voice command (yes, “Hey Xpeng, open the boot” works) – and you’re greeted with 571 litres of boot space. Drop the rear seats and that expands to a whopping 1,374 litres.

There’s underfloor storage for your cables and warning triangle, a tonneau cover, side lighting, and even a subwoofer – part of the magnificent 18-speaker, 960W Xopera sound system (though I still craved more base somehow – but that’s just me).

Again, at first glance you may not credit the G6 with limo-levels of rear space, but that’s exactly what you’ll find when you slide into the rear. I’m over 6’1″ with long legs, and I had loads of legroom, even with the front seat set to my driving position. That’s saying something, and unlike some EVs I didn’t feel my feet were planted too high either.

Thanks to the 2.89m wheelbase, a flat floor, and reclining rear seats (with 12 angles of adjustment), it’s genuinely comfy in the back. There are USB-C ports, air vents, soft-touch materials, and a panoramic glass roof that The doors are button-operated – no old-fashioned handles here!

Step into the front and it feels like you’ve time-warped into the 24th century! There’s no start button – it just knows you’re in. Everything from the driving mode to the mirror adjustment can be controlled via the touchscreen or “Hey Xpeng” voice assistant (a tiny robot icon actually pops up on the screen). You can even unlock and start the car with your phone app, which also enables remote climate control, charging, and parking.

Front seats are heated, ventilated, and electrically adjustable, with good bolstering and comfort for long drives. Storage is abundant, with a deep central cubby, dual wireless charging pads, and a second storage shelf below the centre console. Though I could not access the glove box if it has one.

Centre-stage is a huge 14.96-inch floating infotainment screen, backed up by a 10.2-inch digital driver display. It’s fast, intuitive, and packed with apps – including Apple CarPlay, Android Auto, Spotify, TuneIn, and even its own App Store. It’s powered by Xmart OS, and you can customise almost everything.

Let’s talk real-world range and road manners. I drove this car across motorways, twisty backroads and congested London traffic. Here’s what stood out:

It’s not a performance EV, but it’s not slow either. The 6.2s 0–62mph claim feels accurate – and when you engage Launch Mode (yes, it has one!), it properly shifts.

Three main modes – Eco, Standard, and Sport, plus an Individual mode where you can set steering weight, throttle response, and regen to your liking. There are also three regen levels plus X-Pedal mode, which mimics one-pedal driving. High regen was ideal for town, while X-Pedal felt a bit too aggressive for my liking.

On 20-inch wheels, it does a good job. The ride is firm but never harsh. There’s body movement over poor surfaces, but it’s well damped and never crashy. Steering is light in Eco/Standard, heavier in Sport, and while the car’s weight is noticeable, grip levels are high and body roll well controlled.

Visibility out the back is limited due to the small rear window, but the instantly accessible 360° camera system, transparent chassis view, and parking sensors make it easy to manoeuvre.

Driver aids (XPilot 2.5) include adaptive cruise control, lane keep assist, blind spot warning, rear cross traffic alert, and a driver monitoring camera that tracks your drowsiness. There’s even Sentinel Mode that records suspicious activity when you’re away from the car.

In real-world conditions, on a test run, I tracked it over mixed conditions. The car’s estimate was impressively close to actual miles driven. Around town, I even gained a couple of miles back thanks to regen – EVs always do best in urban stop-start driving. On the motorway, it was a bit thirstier, but still only 10–15% off claimed figures.

After a mix of conditions and even some spirited driving, including two cheeky launches, the figures were surprisingly accurate and I’d only lost 1-2 miles of estimated range.

After living with the Xpeng G6 for a few days, you can only conclude that this is a seriously good – and very clever – new electric family car.

It’s absolutely crammed with features. The tech is top-notch, the comfort is excellent, and the performance is more than adequate. If you’re thinking of moving on from a Tesla Model Y, or shopping around for a premium-feeling EV under £50k, this needs to be on your shortlist.

The post Xpeng G6 Review: The Chinese EV That Just Might Surprise You first appeared on Asian Leader.