Latest news with #steering
Top Gear
2 days ago
- Automotive
- Top Gear
Renault 4 Driving, Engines & Performance
Driving What is it like to drive? It doesn't drive quite like the Renault 5, but its character is similar. The suspension is a little calmer than the 5's, while the steering remains quickish and accurate, working in harmony with the suspension to feed you smoothly into and through a bend. To begin with that steering feels remote, but push the cornering effort harder and sensory messages start to come up from the tyres. Messages of the sophisticated multi-link rear suspension keeping everything nicely precise and balanced front to rear. It's properly enjoyable and serves you with a smile. Advertisement - Page continues below In town or on tight rural lanes, you might want to set up a personal drive mode that softens the initial accelerator response. That makes it smoother to drive in traffic. It also lets you meter out the torque gently from a corner, not that you'll be wheelspinning much. Is it comfy? Not unexpectedly, that firm-ish setup translates into a somewhat busy ride. But it's not harsh or distracting, and shrugs off big bumps and dips extremely well. The tyres and suspension are also quiet, which helps you ignore the road-level perturbations and wind noise at higher speeds. And bumps don't knock you off line. You just point and steer. Power is more than enough for suburbs and B-roads, and there's just enough to avoid being bullied on the motorway. The 0-62mph time of 8.2 seconds is the sort of thing that'd be considered lively in a sub-£30k petrol family car: there's no particular need for it to be quicker. The brakes are pretty sensitive at low speed, but in solid stops they're reassuring and consistent. There are four levels of regen – including a one-pedal mode – and you'll quickly get into the habit of flicking away at the paddles to gently slow the car without the brake pedal. Advertisement - Page continues below The R4 is just 1.8 metres across the body and under 4.2m long, and sure enough feels handy when threading down narrow streets and lanes. It'll even tow a 750kg trailer. Good news if you only want to holiday within an hour's radius of your own bed. Does the range hold up? Expect 200-220 miles range; around 4.0 mi/kWh, obscure stats fans. And when we tested the car mid-heatwave we got close to the magic 5.0 mi/kWh at urban speeds. Inevitably those numbers will plummet in winter, but the standard heat pump and (relatively) low weight stand the R4 in good stead. What about driver assist? The base Evolution spec is standard cruise control and just a lane-departure warning system, while the Iconic spec comes with full adaptive cruise with lane centring. Both are pretty well calibrated. Anyway, the R4 has a hardware switch for the driver-assist. Double-press it and you get your preferred setup. So you can pick that preferred setup just the once, never to return to the screen menu. Ideal. Highlights from the range the fastest 110kW Iconic 52kWh Comfort range 5dr Auto 0-62 8.2s CO2 0 BHP 147.5 MPG Price £30,930 the cheapest 110kW Evolution 52kWh Comfort range 5dr Auto 0-62 8.2s CO2 0 BHP 147.5 MPG Price £26,930 the greenest 110kW Iconic 52kWh Comfort range 5dr Auto 0-62 8.2s CO2 0 BHP 147.5 MPG Price £30,930
News.com.au
4 days ago
- Automotive
- News.com.au
2026 Lexus RZ steer by wire tested
Every car you've driven in Australia has used a form of mechanical steering. That means the steering wheel has been physically connected to tyres – it works, it's proven and it's safe. So why change it? That's the question Lexus's new RZ 550e F Sport has to answer. The RZ first launched in just 2023, and the brand has already prepared a big upgrade. Lexus says it addressed customer feedback and luke-warm reviews to deliver a new model with faster charging times, an improved 500 km of range, and 280kW of power. This is, by all standards, a comfortable, well-engineered SUV with all the comfort and safety you'd expect from a higher-end electrical vehicle. But things get particularly interesting with the RZ 550e F Sport – a car which looks normal on the outside, but has completely redesigned steering system. The RZ 550e F Sport uses steer-by-wire. This means there is no mechanical connection between the steering wheel and the tyres. Instead, it uses an actuator to interpret the driver's right and left turns, and then electrically delivers those signals to the steering rack. It's like a video game – you steer and a computer interprets what it thinks you want. It might be relatively new for cars, but its equivalent 'fly-by-wire' has been in commercial planes for years. It's in fighter jets, too. To be honest, I was expecting this to be a drastically different driving experience. I thought there would be a sense of unreality that comes with there being no link between the driver and the tyres. That wasn't the case at all. The RZ 550e F Sport felt perhaps a bit sharper, more precise – but not in a manner that would fundamentally change how a person drives. In fact, it would be easy to forget that the car even used steer-by-wire, were it not for the constant visual reminder that comes in the form of a yoke-style steering wheel. These have been in Australia before. Famously, Tesla's X and S models both had similar designs before reverting back to round. Customer feedback said they were annoying for drivers who struggled to do three-point turns without the hand-space at the top. It normally takes two or three complete revolutions of a wheel to go from lock-to-lock, after all. But in a car with steer-by-wire, the yoke-style wheel makes sense. It takes less than one turn, or a maximum of 200 degrees, to move from centre to full left or right lock. As a bonus, the driver gets better visibility of the dashboard and road ahead. However, while testing the limits of the steering lock, I did find the yoke-style to be a tad uncomfortable. While parking, the driver's arms will likely have to cross over – it might be ergonomic but it didn't feel natural. Not being able to sense the condition and texture of the road through vibrations on the steering wheel also felt strange in the beginning. While I quickly adapted, it is worth noting that I was driving in perfect conditions: hot, dry, well-maintained roads in the middle of Portuguese summer. How this car feels in wet weather, icy conditions, or unexpectedly muddy roads remains to be seen. But assuming the car handles well in all conditions, most customer reservations will likely come down to safety. Lexus has done what it can to appease anxiety on this matter. It says every element that controls the steer-by-wire system is duplicated with a redundancy. In addition, there's a separate battery that controls the steering, should the car run out of charge and need to be towed. Lexus also stresses that its steering system is different to one used in the 2014 Infiniti Q50, the only other car in Australia to have experimented with steer-by-wire. It was not a successful experiment. The Q50 was broadly panned for its inconsistent handling and faced recalls for steering faults. Infiniti's system had a full mechanical steering system waiting to take over at a moment's notice in case the electric version failed – which Lexus does not use. For a vehicle which is pushing boundaries and re-writing a major component of car engineering, the RZ 550e F Sport, does pay homage to ICE engines. This comes in the form of its interactive manual drive. While in 'M' mode, the car's eight virtual gears can be shifted up and down using paddles on the side of the steering wheel. The car replicates a manual experience through the throttle, a tachometer displaying the virtual rpm, and virtual engine sounds that play inside the cabin. Frankly, I wasn't sold on the fake engine noises. It reminded me a little of a Dyson vacuum cleaner pretending to be a car. Most drivers, I imagine, will try the interactive manual mode once, have a laugh, and never touch it again. But in a racier mode, it does remind you that this RZ 550e F Sport is no slouch; it gets from 0-100 in 4.4 seconds. When it reaches those higher speeds, it handles them well. The car is comfortable, well-balanced, and the cabin is pleasantly quiet (except for the fake engine sounds, that is). While in M mode, the RZ 550e F Sport feels like a car that's trying to bridge a widening gap between the past and the present of motoring. On one hand, it uses genuinely innovative engineering for its steering technology – a system that could alter the manner in which cars are manufactured and driven forever. On the other, it's clinging to vestiges of old technology, with fake gears and fake engine noises. It's lip service. An apologetic nod to motoring of yore, by a company that's fully dedicated to an electric future. Perhaps I'm a killjoy. I'm sure lots of people will enjoy being able to pretend to have gears in an electric vehicle. Fun doesn't need to make sense. But when we moved from horse and cart to motorised vehicles, humanity didn't agonise over making cars that could neigh, or kick you in the nads if they were angry. Sure, we lose some charm when technology moves on, but that's the price of progress. If the future is electric, it's better, I think, to fully embrace the possibilities that unlocks, rather than resorting to nostalgia for vehicles that are not yet obsolete. All that aside, Lexus clearly has an eye on the horizon with the RZ 550e F Sport.
Auto Blog
06-07-2025
- Automotive
- Auto Blog
Honda Isn't Going to Like the Mazda CX-50's Superb Steering
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Fun AND practical! Steering is one of the aspects of the driving experience that doesn't get prioritized in mainstream car buying the way ride quality, comfort, power, technology, and safety do. Nevertheless, great steering can be a driving game-changer by offering great feedback, precision, responsiveness, effort, and corner weight build-up. Most vehicles outside of sports cars fail to deliver great steering, but the Mazda CX-50 is shockingly good. I recall driving it for the first time shortly after its debut, and I was gobsmacked at how good it was. Of course, Mazda has focused on the driving experience for a long time, but the CX-50 raises the bar even higher than the MX-5 Miata. When contrasted with Honda, another brand famous for infusing its cars and SUVs with great steering, the Mazda CX-50 should make them nervous. A steering setup that rivals (or surpasses) Honda 2026 Honda CR-V Sport Touring Hybrid — Source: Honda For years, Honda has earned praise for producing vehicles that blend precision steering with engaging driving dynamics. For numerous reasons, models like the Civic and CR-V are benchmarks in their segments and have been for some time. They offer sharp, predictable steering and handling that connect drivers to the road. Even a model like the efficient Civic Hybrid is surprisingly connected and rewarding to drive. The CX-50's closest competitor from Honda in terms of output, size, and style is the CR-V. The current CR-V's steering is deftly tuned for both precise and compliant handling, while the ride remains smooth, instilling the driving experience with composure and confidence. While it's unlikely that the CX-50 will ever sell in the same numbers as the CR-V, there's reason for Honda to take notice. Mazda CX-50 The Honda CR-V is one of the best-selling crossovers in North America, and for good reason: it offers excellent space efficiency, comfort, and driving dynamics that surpass most rivals. The CR-V's dual-pinion electric power steering setup (with a variable ratio of about 12.3:1 near the center) provides quick responses and relatively light effort — traits Honda fans have come to expect. What is the CX-50's steering setup? Mazda CX-50 — Source: Mazda The Mazda CX-50 utilizes an electric power-assisted steering (EPAS) system, a technology prevalent in the industry, but this one stands out thanks to careful tuning by Mazda engineers that delivers a remarkably linear and communicative feel. The steering ratio is quick enough to provide a near-immediate response to driver inputs without feeling twitchy on the highway. It also has impressive steering feedback, a characteristic that's absent in even sporty vehicles. Feedback is where the steering wheel communicates road forces and road surfaces between the front tires and the driver's hands. Knowing how the tires are gripping the road and what that surface feels like equates to a good steering rack. The CX-50 excels at this. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Mazda CX-50 — Source: Mazda Another contributor to the CX-50's great steering is the weight, or how heavy the steering feels when turning. The CX-50's steering weight is quite heavy, and some might not like that, but it's paired with excellent corner weight build-up, the part where effort progressively builds as both corner entry speed and front tire load increase. Good sports cars have this, and the CX-50 feels just like that. Mazda engineers focused on minimizing friction and unnecessary damping within the steering system to reduce artificial heaviness. A vehicle can have weighty steering, but it can sometimes feel overboosted and artificial. The feeling is otherworldly for a mainstream, affordable crossover, and it exists in every CX-50 trim level, regardless of the engine choice. The CX-50's torsionally rigid chassis also deserves mention. The use of ultra-high-strength steel in key areas, particularly around the cowl and floor, enhances the body's resistance to flex, allowing the suspension and steering to work more predictably under load. While the CX-50 features MacPherson strut front suspension and a torsion beam rear suspension, neither of which is exceptional in the industry, Mazda has calibrated the setup so well that it provides exceptional stability and great turn-in precision. You can go over undulating pavement without upsetting it and then point and shoot it into and out of a corner with aplomb. On top of that, Mazda's G-Vectoring Control Plus further aids cornering by subtly adjusting engine torque to shift weight properly. The CX-50's purposeful engineering The 2024 Mazda CX-50 sits on Mazda's Small Product Group platform, which it shares with the Mazda3 and CX-30, both with excellent steering and handling. But the CX-50 isn't just a lifted hatchback in disguise. It's been designed with a wider track than the CX-5, a longer wheelbase, and reinforced body structures to handle both on-road dynamics and light off-road use. With its muscular fenders, low roofline, and purposeful stance, the CX-50 looks athletic, and the experience from behind the wheel is even more rewarding than the CX-50's appearance communicates. Under the hood, buyers can choose between two versions of Mazda's 2.5-liter inline-four engine: a naturally aspirated variant producing 187 horsepower and 186 lb-ft of torque or the preferred 2.5-liter turbocharged engine that churns out up to 256 horsepower and 320 lb-ft of torque on 93-octane fuel (or 227 horsepower and 310 lb-ft on regular 87-octane). Both pair with a six-speed automatic transmission and standard i-Activ all-wheel drive. While those numbers are solid, it's the steering that truly defines the CX-50's dynamic character. Why Honda might be concerned The CR-V is one of the better compact crossovers to drive, but the CX-50 feels more natural, sportier, and more rewarding. Where the CR-V's steering is accurate, it can feel isolated and overly boosted at times, filtering out feedback. It also lacks the excellent corner weight build-up of the CX-50. The CX-50's system keeps drivers more informed, letting them feel small adjustments in grip levels without intrusive kickback. On winding backroads, the Mazda simply feels more alive and confidence-inspiring, even though both vehicles are similarly sized and weighted. This unique trait of the CX-50 appeals to car buyers who want practicality without sacrificing driver engagement. The CX-50 is just that much better at it than every other competitor at its price and better than some sporty coupes, sedans, and premium fare. Honda's reputation for driver-focused engineering in mainstream vehicles faces a legitimate challenge from the CX-50, a smaller automaker punching well above its weight. The CX-50 isn't going to threaten the CR-V in terms of sales volume (400,000+ for the CR-V in 2024), but the CX-50 increased by more than 64% in sales in 2024 compared to the year before. Final thoughts The CR-V is great in so many ways, but it's also ubiquitous. The CX-50 isn't just different in its appearance inside and out, but it's also better to drive than the CR-V, thanks to some of the best, most communicative steering in the automotive industry. Mazda's commitment to delivering a more authentic, connected steering experience in a segment dominated by numbness and over-assist is refreshing. While the CR-V will undoubtedly continue to sell in huge numbers, it's clear that enthusiasts looking for more tactile feedback and engagement will increasingly see the CX-50 as the better driver's crossover. It's the one we'd put in our own garage. About the Author Amos Kwon View Profile
Telegraph
07-05-2025
- Automotive
- Telegraph
Must we replace the whole steering rack of our car?
Our 2014 Subaru Forester developed an intermittent fault. When started, a display reads 'steering fault', and the steering is very heavy. Switching it off for 10 minutes, then turning it back on, clears the fault. The Subaru garage said it is a known issue and the only fix is to replace the entire steering rack assembly at a cost of £1,600 for parts and labour. Is it reasonable to have to replace the entire rack to rectify one failed part? Would a fully warranted rebuilt steering rack, costing about £550, be a more reasonable fix for an 11-year-old car? – SC Dear SC, This sounds like a problem with the rack or the pump, although you'd usually expect such a problem to be permanent rather than intermittent. Without seeing the car, it's hard to know for sure, but based on your description, my gut feeling is that one of the valves in the steering rack is sticking, only freeing when you restart the car and re-pressurise the system. Less likely, but also possible, is that the power steering fluid has become contaminated, and a little dirt or other detritus is clogging the valve. Either way, a power steering specialist – if you can find one locally – will be able to narrow down the exact cause and replace the specific part. But that will depend on the part being available separately, which it probably isn't – that's likely to be the reason your garage has said the entire rack will have to be replaced. I would see no issue in using a rebuilt rack from a well-reputed specialist on a car of this age. A brand new rack will last a little longer and is therefore worth considering if you intend to keep the car for a long time. But a good refurbished rack should still last – and the cost saving will be significant.
