I want to ask, why is the front brake caliper of the Taycan positioned at the front? Isn't it said that for mid-to-high-end cars, the front wheel calipers are generally positioned at the rear? Please explain.

Hello everyone! My brother's about to order a car. He's interested in the LTD with full-time 4WD for driving on highways in wet weather but also likes the Offroad version with rear locker + KDSS. So, I have a few questions: 1) Can the LTD have a rear axle locker installed? How about the ARB air locker, is it a non-destructive modification, and how's the quality? 2) In rainy or snowy weather with the Offroad version, what happens if you drive fast in two-wheel drive? Isn't it unsafe due to slipping? If you switch to H4, does it have a center differential, and what's the maximum speed you can go (80 km/h)? 3) If we end up buying the LTD, can we modify it with the TRD front bumper? The TRD front really looks good. Thanks, everyone!

I want to ask, why is the front brake caliper of the Taycan positioned at the front? Isn't it said that for mid-to-high-end cars, the front wheel calipers are generally positioned at the rear? Please explain.

Why isn't there a video explaining regenerative braking and single-pedal mode in electric vehicles? Many people are new to these features. Regenerative braking is also found in some petrol cars, like my Audi A6L. I once lost focus while going over a speed bump. My foot was on the accelerator, but the regenerative braking caused the car to slow down noticeably. I saw the bump was too high and wanted to brake, mistakenly thinking the current deceleration was from the pedal under my foot. I pressed down, but it was the accelerator, causing the car to surge forward. Luckily, there were no other vehicles on the road, or I might have panicked and caused an accident. I don't think I'm the only one with this experience. It seems similar to several reported Tesla brake failure incidents.

For a 2013 used Mitsubishi ASX 2.0 manual, it's said that the main components are imported. After purchase, aside from consumables like engine oil and brake parts, would other repairs be particularly expensive? Or should I just use aftermarket parts? I've driven company cars with 1.3L, 1.6L, 2.4L engines, front-wheel drive, rear-wheel drive, and manual transmissions.

I have a 2019 GS5, and since early August, there's been a buzzing noise when driving between 60-100 km/h. It feels like I'm flying a plane, especially when I turn right, it gets louder. The dealership said it was a wheel bearing issue, so I had the bearings replaced, then the tires, and even the half shaft, but the problem still isn't solved. Has anyone else had this kind of issue? Please point me in the right direction. I don't want to keep wasting money and time on blind repairs. [About to cry]

I need some knowledge. This morning around 7:40, I encountered a black Tesla on an uphill section of the road, near the top where there's a traffic light. It was a red light, and the Tesla was in the second position, with me behind it. The car in front was slowly rolling back, and after I honked to alert them, the female driver snapped back, "It's a red light!" 😓. I want to learn whether the slow rollback was due to the steep slope or because the driver didn't apply the brakes.

Why has there been frequent gear lag recently? It's a 2019 model with a 1.4T dry dual-clutch. After picking up speed and then braking, the gear doesn't match the speed. For instance, it's in 6th gear at 45 km/h and 5th gear at 35 km/h, but it doesn't downshift further. It upshifts quite eagerly. Went to the 4S shop, and they said the engine isn't strong enough, and the gearbox can't be adjusted?

Consulting everyone, if I change my manual 30 to high-end 18-inch wheels, do I need to modify the brake discs and calipers?

I had the chance to try out the new Toyota Corolla, the 1.2T Elite version. Honestly, there aren’t many changes in the design compared to the previous generation, but I thought I’d share my thoughts anyway. The engine performance isn’t particularly strong — 116 horsepower on a car this size is just acceptable. But when you push it and let the RPMs climb, it actually feels better than expected. It’s not slow, and it feels lighter than I thought it would. The CVT gearbox is smooth and decent overall, although at low speeds there are some light vibrations and a bit of drag when you lift off the throttle. When you demand sudden acceleration, it takes a little time to reach the higher revs, but it’s not annoying. The suspension handles big bumps well, but you can feel smaller imperfections in the road, especially at lower speeds. On curves and sharp turns, the car holds itself pretty well and stays composed — that was a nice surprise. The steering is great. It’s light at low speeds and firms up nicely as you go faster. The response is smooth and precise, and the brakes are easy to get used to and feel very natural — no issues there. Noise insulation is average. Wind noise is handled well, and the engine isn’t too loud, even at high RPMs — that’s actually better than the hybrid version. But road noise does come through at higher speeds, and ambient noise isolation is just okay. Inside, the design hasn’t changed much — it still feels quite basic. The materials aren’t great; most of the interior is hard plastic. The screen and instrument panel haven’t been upgraded like in the 1.5 or hybrid versions. The infotainment system is slow and outdated — not what you'd expect in a 2024 model. Front seating is fine — you can adjust the driver’s seat to a comfortable low position and the steering wheel aligns well with it. The back seats, however, aren’t great. The space is average, the seatback is a bit upright, and the cushion isn’t very long. The trunk, on the other hand, is decent and handles luggage well. In terms of safety features, you do get useful tools like radar and driving assist, but there’s no rear parking sensor — which is strange. Overall, the car isn’t lacking in features, but the priorities feel a bit off. In the end, this car doesn’t really surprise you — and that might actually be a good thing for people who prefer something reliable and familiar. It’s not futuristic, but if you’re after dependability and ease of use, it could still be a smart choice — especially with how crowded the market is becoming with hybrids and EVs. Ultimately, it depends on your needs and your budget at the time of buying.

Honestly, the Lexus LX570 after its mid-cycle update has become more eye-catching than ever. The exterior design is bold, with a mix of luxury and modern flair that attracts younger buyers — and even older ones might find it impressive. But once you step inside, especially after hearing it's a full-size SUV, you're surprised to find the interior space isn't as generous as expected. I'm 180 cm tall and weigh 70 kg, and after adjusting the driver's seat to a comfortable position, there was only about 8 cm of legroom in the back — which feels tight for a car at this price point. That said, the interior materials are undeniably premium — the leather is soft and luxurious, and the entertainment and comfort features help make up for the space issue. Performance-wise, the 5.7L V8 engine offers plenty of power, but the throttle response is smooth and gradual. The car feels heavy, and the hydraulic steering gives almost no road feedback, with a noticeable delay between input and response. It honestly feels like you're driving on a mattress — completely isolated from the road, which doesn’t inspire much confidence if you're driving aggressively on pavement. However, if you think of it as an off-road vehicle, the story changes. The light steering actually helps absorb kickback when driving over rough terrain, and the adjustable air suspension gives you flexibility depending on the terrain. Add to that full-time four-wheel drive and multiple off-road assist modes, and the LX570 is a real beast off the beaten path. It’s a luxurious SUV clearly built for adventure, rather than sharp on-road performance.