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Car and Motorbike Reviews

Car and Motorbike Reviews

2017 Ford F-250 review: Spring for the diesel, get 925 lb-ft


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People who know me probably can guess that I love this thing. I mean c’mon, how can you not love 925 lb-ft?!? And according to Ford[1], this baby can tow 32,500 pounds.

That should do it. Yeah the torque is impressive but not as impressive as the refined way the F-250[2] goes down the road. The turbo diesel is an £8,595 option, so it’s not cheap, but if you’re in the market for one of these, you need to spring for it; it’s so quiet and smooth (both in putting down the power and overall noise levels) and mated so well to the gearbox, to me it’s worth it.

It’s astonishing, really. Power just seems to never end. In fact, thanks to the truck’s smoothness, I often found myself going faster than I thought.

Plus, according to the in-dash mpg readout, I was averaging 16-plus mpg in the city. Impressive for a 7,200-pound rig that can tow 16 tons. The ride quality is impressive as well.

There’s slight bouncing over bad road imperfections but not nearly as bad as I feared. The interior is ginormous, well-built and comfortable. There are nice, big knobs for the radio and heat and whatnot.

Always appreciated. Oodles of storage too. –Wes Raynal, editor

Ford issues recall for 13 million F 150 and Super Duty trucks


I was lucky enough to pull the straw for the Ford F-250[3] for a weekend move across town, which, if you’re planning on buying one of these, you’ll probably help move a lot of beds. Of course, moving furniture and clothes with a Super Duty truck is like using a power hammer to crack open walnuts — it’s complete overkill. But no one buys a diesel-powered full-size pickup because they like to help their friends move.

No, if you’re buying a big diesel-powered full-size pickup, you (hopefully) have a big race trailer, boat trailer, horse trailer, camper or affinity for making people with compact cars look even more compact. That being said, like Wes mentioned, the 6.7-liter Powerstroke oil-burner is incredibly smooth. There is a faint hint of diesel clacking, which I feel most diesel truck fans actually want — even in the plusher trims.

Power delivery is linear and obviously unchallenged by the light load. Unlike Raynal, I found the ride to be considerably harsher than the diesel-powered HDs rolling off the Chevrolet and GMC assembly lines. But it’s a big-ass pickup.

If you don’t option the upper trim levels and can live with pleb-spec amenities, the truck’s firm ride will remind you that you’re actually in a work truck. That said, the King Ranch package does have an incredibly well-appointed interior. The spacious cabin might be big enough to qualify as a New York City studio apartment and is full of cowhides.

The materials feel high-quality, and the heated front and rear seats would make this a joy to climb into during a cold Montana winter. The Ford F-250 is a monster of a truck. Adding the King Ranch package makes it a monster of a truck with an incredible interior.

Personally, I think that keeping the diesel and dropping the luxe guts would be the move for me.

–Wes Wren, associate editor

OPTIONS: 6.7-liter diesel (£8,595); King Ranch package with power running boards, power moonroof, quad-beam headlights, blind-spot monitors, tailgate step (£2,960); Tow technology bundle including adaptive steering, lane-keeping assist, ultimate trailer tow camera (£1,735); 20-inch wheels (£1,420); adaptive cruise control (£740); TPMS accessories (£725); spray in bedliner (£495); 3.55 rear axle (£390); fifth wheel (£370); upfitter switches (£165)

By Autoweek Staff

On Sale: Now

Base Price: £58,650

As Tested Price: £76,350

Powertrain: 6.7-liter turbdiesel V8, 4WD, six-speed automatic

Output: 440 hp @ 2,800 rpm; 925 lb-ft torque @ 1,800 rpm

Curb Weight: 6,851 lb

Pros: The power to tow a whole stable of horses

Cons: Nowhere to park it


  1. ^ Ford (
  2. ^ F-250 (
  3. ^ Ford F-250 (

2018 Nissan Leaf EV first drive review

Nissan hopes to be first in selling a BEV in Thailand late next year. Can the new Leaf be any compelling?

Ever since the Nissan Leaf was launched in 2010, a total of 280,000 units were sold worldwide making it the best-selling battery electric vehicle. Well, which isn’t surprising because the Leaf was actually the only car of its kind back then.

Today, more BEVs from other brands have joined the mass-market scene including the Chevrolet Bolt, Hyundai Ioniq and Renault Zoe, as such. Thus, the success story of BEVs, even if not extraordinary, has led Nissan in unveiling the second-generation Leaf in Japan recently before rolling out it into global markets by next year. And here are some good news.

As the Leaf’s new rivals are being represented by brands in Thailand that are either weak or non-existent, Nissan has found it the right opportunity to start selling its latest BEV on an official basis in late 2018.

New Leaf could cost just under 1.5 million baht. Sure, the Thai government wants to lure makers in building BEVs, as well as semi-electric versions tagged as HEVs (hybrid) and PHEVs (plug-in hybrid). But as the BEV is a completely new thing to Thais, it needs familiarisation before being able to go into large scale production in the country.

That’s why makers who will commit themselves to BEV assembly will be able to initially import such cars with exemption in import duties. So, if a nicely equipped Leaf goes for just under four million yen in Japan, Thai punters can expect to pay around 1.5 million baht for it or maybe less with more basic features. Considering its C-segment dimensions, it’s quite a tall order for the Leaf because that price level is the playground of mid-size family cars like the Teana.

But from another angle, new technology initially comes at a price, explaining why Toyota’s Thai-built Prius once sold for some 1.3 million baht in now-defunct, third-gen form. It might be a little too early to deliver a definite verdict for the new Leaf after driving it for the first time in Japan late last month. But there are many things to like about it if you’ve managed to clear yourself from some hurdles in owning a BEV.

The first one naturally is price. Forking out 1.5 million baht for the Leaf can get you bigger saloons, as said earlier, and even generously sized SUVs of several types. That said, you probably need to be an early adopter of new technologies to accept the Leaf for what it is.

As ever, charging point is on the front.

The second one is driving range. As you may have already noticed in the sidebar regarding the Leaf’s technical highlights, the touring distance has doubled to 400km thanks to a higher density lithium-ion battery pack. Sure, constant use of air-conditioning and unpredictable traffic conditions in Thailand will certainly drain more energy.

However, half that claimed distance should most likely cover the needs of urbanites who merely require charging at home and needn’t rely on a government-invested charging grid. Ah, infrastructure, the third point BEV users are highly like to ponder about. For those who want to substitute their weekend family cars with a BEV might as well just forget it for the Thai being.

That’s because there really isn’t one in place covering the whole of Thailand. Which is why the Leaf won’t sell in large numbers yet and would probably end up being a second or third car in your garage. Does it drive well?

Having driven the first-gen Leaf on Thai roads and the new one in the city of Yokohama, it’s safe to say that there are improvements but not a massive scale (aside that critical claimed enhancement in driving range). Let’s start with the looks. From what used to be a frumpy-looking car from the onset, the Leaf has now transformed itself on the catwalk with more balanced proportions and playful exterior colours.

Yes, the new Leaf should be able to attract a wider audience. Then there’s the interior design which doesn’t look space-age anymore and tends to come in line with other Nissan’s currently on sale. There might be two ways of perceiving this.

One is that the new Leaf’s tidier dashboard may help keep people who have been converted to BEVs familiar with how the way things work. The other is that the new Leaf won’t feel unique or sci-fi anymore. Maybe the pioneering Leaf was ahead of its time or Nissan found it necessary to put more common parts shared with other conventionally powered models in the new Leaf (the steering wheel being one example).

Even so, it’s still quite a nice place if you don’t expect the Leaf to have a premium feeling of luxury cars. While the version with leather seats certainly looks pleasing on the eyes, it lacks the cushiness of the cloth variation. But we can already see the average Thai preferring the former in a car costing this much.

Boot isn’t flat when rear seats fold down.

Despite sitting on a generous wheelbase length, the Leaf isn’t exactly a roomy car when compared to other C-segment hatchbacks. Blimey, even the smaller B-segment Note has more rear legroom. And because Nissan finds it necessary to install a tunnel in the centre of the cabin to house various electrical harness, it doesn’t feel airy in the back.

Rounding off the practicality assessment is a low boot that isn’t flat when the highly-placed rear seats are folded down. Packaging-wise, the Leaf isn’t a marvel yet. Dynamically speaking, the Leaf isn’t perfect, either, if better than before.

The steering wheel still turns quite casually and the ride can be lumpy over rutted roads. But the ride on highways is nicely controlled and generally quiet. Nissan engineers say there will be four different set-ups depending on region: Japan, Asia, Europe and North America.

There’s a possibility that the Leaf may have more ground clearance and a softer damping to cope with Thai roads which is quite understandable. But whether a quicker steering as the Europeans are getting (and a firmer ride which seems unnecessary in this part of the world) would be featured is something only driving enthusiasts would yearn for. Yes, the Japanese version doesn’t provide for any driving fun but that would possibly be missing the point in a BEV aimed at the masses.

But the all-electric performance, as in any other BEV, is cool. Although the rather controlled driving conditions didn’t really permit us to discover the Leaf’s true performance potential, acceleration is instantaneous, mid-range remains responsive and the overall experience is smooth and quiet.

e-pedal button is ideal for one-pedal driving. A particularly new feature is the so-called e-pedal operation.

Switch it on via a button ahead of the gear knob and you can drive with just your right foot. Press the throttle to go and lift off for braking. The car will come to an automatic stop even on gradients.

Some may find the deceleration rate – which you can’t adjust – to sometimes be a little forceful. But generally speaking, e-pedal works well and is a good substitute for conventional deceleration because the brake pedal has such a wooden feel – similarly as in the previous Leaf. There are two other driver-assist functions the new Leaf is trying to holler.

One is the automatic cruise control and lane-keeping function on single-lane highways referred to as Level 2 autonomous driving. In fact, this can already been found in the Japanese-spec Serena MPV. The other one is more novel has to do with automated parking whereby the Leaf can perform parallel parking, backing or forwarding into parking spaces.

While certainly useful and here to stay for the future, it works so slow that you might be able to finish a fag before the whole process is done. It would be nice if it worked faster because you really don’t want to keep up others in parking areas. Generally speaking, though, the Leaf has moved the BEV game forward, just that some fine-tuning is needed, be it about those driver-assist functions or the driving characteristics themselves.

If we had to pick the best bits of the new Leaf, it would be no other than its electrified performance, enhanced driving range and e-pedal operation.

Let’s just hope that other factors, which brands of other BEV models must also face, can be sorted by both the state and private sector simultaneously (no BEVs for sale means no infrastructure).

As a Nissan executive rightly said, let’s not make it a chicken or egg came first dilemma.

Driving cockpit doesn’t feel space-age anymore and comes closer to other Nissans currently on sale.

The new Leaf drives better than before, if still with some dynamic foibles.

Review: Jaguar XJR 575 SWB

Jaguar XJR 575 SWB driven ???? Price:?93,710
Engine: 5000cc, V8, supercharged petrol
Power: 567bhp at 6250-6500rpm
Torque: 517lb ft at 3500-4500rpm
Gearbox: 8-spd automatic
Kerbweight: 1875kg
Top speed: 186mph
0-62mph: 4.4sec
Fuel economy: 25.5mpg
CO2 rating:BIK 264g/km, 37%

When it comes to the Jaguar XJR, well heeled buyers are spoiled for choice.

The Jaguar flagship is available in numerous petrol, diesel and drive guises, and now it’s been given a raft of tweaks to keep it competitive with its Mercedes-Benz S-Class and BMW 7 Series rivals. As part of these, there’s a power upgrade for the range-topping 5.0-litre V8 XJR 575. The 567bhp (575PS) model can be had in standard or long-wheelbase guise, as can any of the other variants.

So, what has changed over previous cars? Well, all rear-driven XJs get electric rather than hydraulic power-steering (although the AWD retains a hydraulic rack), while, inside, a new 10.0in touchscreen is complemented by updated software. New safety features include lane-keeping and parking assist, city braking and radar cruise that can take the Jaguar to and from a standstill.

The XJR cabin’s ultimate toy count may not match that of the S-Class, the perceived quality may not feel as high, but somehow the XJ seems more plush than its German rivals. Perhaps it’s to do with its old-school charm, its more involving, engaging, and personal feel. It’s the very epitome of luxury, even if it’s hard to pinpoint why.

Rear passengers are very well catered for, particularly in the long-wheelbase car’s ‘airline-style’ movable individual seats. But it’s the front compartment where our particular interest lays, as the XJ’s drive means it’s still the most endearing luxury-class car of all.

Even with electric assistance the steering remains oily smooth and pleasingly weighted, with perfect self-centring. Nothing else in the class is quite this good. The car’s ride is also remarkably deft, with a superb ability to sooth bumps while retaining control of its 1,875kg body.

With a change to the engine control unit liberating that additional 25bhp, the V8 remains a great-sounding, mellow yet linearly responsive unit. The eight-speed automatic box shifts smoothly, and the rear tyres light up with ease. Official figures are 25.5mpg and 264g/km, although we saw about 18mpg.

The slightly old-school Jaguar XJR may not have the tech count of the S-Class or Audi A8, the crushingly capability of the Porsche Panamera or the sheer muscle of the BMW 760Li, but we’d recommend one in a second.