Category: Lifestyle

Carscoops 

Now that the seventh-generation BMW 7-Series has been revealed, BMW Group Classic thought that it was the perfect time to take a look back at the history of the model line. The department’s YouTube channel, then, has taken a look back at the very first generation of the car.

The 7-Series was the last model to get BMW’s new numerical naming conventions and was produced from 1977 until 1986 and the top-of-the-line 745i was powered by a big, beefy 3.2-liter inline-six when it was introduced.

That is not, however, 4.5-liters, as the model name would suggest. The hosts explain, though, that’s because the engine was turbocharged, and by BMW’s math, it produced the same amount of power (248 hp/185 kW/252 PS) as a naturally-aspirated, 4.5-liter engine.

Read: This Guy Loves Old BMW 7 Series Models So Much That He Owns 15 Of Them

Proving that BMW was happy to round up and down when it suited them, the 745i was offered with a 3.5-liter I6 in South Africa between 1984 and 1986. That must have been exciting for the people there, because that was the same engine that powered the BMW M1, and it made 281 hp (210 kW/286 PS) in the luxury sedan.

And luxurious it was, with its blue velvet interior and wood trim. Not only that, but it was also a tech showpiece for the brand. Featuring as many buttons you could reasonably be expected to shake a stick at, the interior has fascinating features like a control panel checker. This allowed the driver to press a button and quickly check if they had enough of all of their fluids.

Despite being designed for the 1977 model year, the 7-Series was also endowed with an onboard computer. Although it wasn’t the first BMW with a computer, it did introduce futuristic features, like an estimated time of arrival for your trip. In terms of safety, it was also a leader, with newfangled crumple zones as well as strengthened A, B, and C pillars that meant that the car was much safer in an accident.

Ultimately, the 7-Series tells a story of the wider automotive world. This first-generation car heralded the advent of modern safety and computer technology, and now the BMW i7 is coming at a time of similar advancements in the field of propulsion technology. It will, therefore, be interesting to see how the car is remembered in another 40 years.

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Carscoops 

Yes, this 1991 Acura NSX is fitted with an automatic transmission rather than a stick shift. However, it could still be the perfect car for someone looking to pick up the keys to a JDM icon and either be driven as it was designed to be or stored in a collection.

The NSX has been listed up for sale through Beverly Hills Car Club on eBay with an asking price of $115,000. That’s a lot of money, particularly since there are numerous 2017 Acura NSX models listed through Auto Trader for less than $130,000 and one that is being sold by Stevenson-Hendrick Honda Wilmington for just $119,817.

So, what do you get for your money? Well, as first-generation Acura NSXs go, this one is in great shape and has only been driven 8,762 miles (14,101 km) since new. While the listing doesn’t provide many details about the car’s ownership history, the photos shared of the car show that it is in excellent condition and that the stunning red paint is free of any obvious signs of damage.

Read: These Two Low-Mileage Honda NSX Type Rs Are A Japanese Dream

The interior is also immaculate. Black leather adorns the seats, transmission tunnel, dashboard, and door panels, and despite the car’s age, the leather remains in good condition.

Powering the car is a 3.0-liter naturally-aspirated VTEC engine coupled to a four-speed automatic transmission. There’s no doubt that models with the available six-speed are more desirable but any NSX is special. This one is also being sold with the owner’s manual booklet, warranty booklet, service receipt copies from August 2008 through July 2019, a copy of the window sticker, and a clean Carfax report.

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The Points Guy 

Editor’s note: This is a recurring post, regularly updated with new information. 

2023 is here, and Chase is kicking off the new year with a bang. For the first quarter, Chase Freedom (no longer available to new applicants) and Chase Freedom Flex℠ cardholders can celebrate with the return of bonus category favorites grocery stores and gym memberships as well as a brand-new Target category.

Freedom and Freedom Flex cardholders can now activate and earn 5% cash back (or 5 points per dollar) on the Q1 bonus categories. The bonus-earning Q1 window is now open and runs through March 31, 2023.

After activation, cardmembers can earn 5% back (or 5 points per dollar spent) on up to $1,500 of spending in these categories during the eligible quarter, and 1% (or 1 point per dollar spent) after that.

As we enter this new year, many of us are making resolutions related to improving our physical and financial health. With these Q1 categories, cardholders will be rewarded for their new (or continuing) gym memberships as well as the grocery shopping for cooking more at home.

And for the first time, cardholders will also be rewarded for their Target purchases. No matter what resolutions you’re spending to achieve, you can earn bonus rewards with your Freedom or Freedom Flex card.

Here’s how it all works.

Chase Freedom and Freedom Flex Q1 2023 categories

Now through March 31, Chase Freedom and Chase Freedom Flex cardmembers can earn 5% cash back (or 5 points per dollar) on spending in the following categories:

Grocery stores.
Fitness club and gym memberships.
Target.

As noted above, you must activate your card to unlock the bonus-earning potential in these categories.

JOHN GRIBBEN/THE POINTS GUY

It’s simple to complete this process online through your Chase account — with your last name, last four digits of your card and ZIP code. Registration is open now.

Analyzing the Q1 bonus categories

Whether you’re looking to make a big gym membership purchase to push you toward your health goals or just want to maximize your daily spending, these categories make it easy for you to earn rewards on your goals in Q1.

Here are the bonus details:

Target: A new quarterly category for Chase Freedom, Target offers the opportunity to save on everything from clothing and home goods to electronics and toys.
Grocery stores (excluding Walmart): Cardmembers can earn cash back on purchases for cooking and dining at home. Additionally, cardmembers can earn 5% cash back on Instacart purchases (grocery store deliveries only) when activated through Chase Ultimate Rewards.
Fitness Club and Gym Memberships: For those who’ve set a 2023 fitness goal, earning cash back on fitness club and gym memberships can help cardmembers make healthy choices for themselves and their wallets.

Note that Chase limits the 5% back (or 5 points per dollar) to the first $1,500 spent in combined bonus categories each quarter you activate the bonus. After you reach the maximum, you’ll earn 1% back on these purchases.

Frequently asked questions about Chase Freedom and Chase Freedom Flex bonus categories

How do rotating categories work?

Each quarter, Chase announces a group of bonus categories that will earn 5% cash back (or 5 points per dollar) throughout the upcoming three-month period. Generally, these categories are announced halfway through the month before the new quarter starts to give cardmembers time to activate new categories beforehand. However, you can activate your categories up until midway through the last month of the quarter.

The categories tend to repeat periodically — for instance, grocery stores, restaurants and gas stations are all common categories that you’ll notice frequently pop up on the cash-back calendar. So depending on the categories and whether you can maximize them, these two cards can offer quite a nice chunk of cash back or bonus points over the course of a year.

Related: Check out our full Chase Freedom Flex card review

How much cash back can I earn each quarter?

Chase limits the 5% back (or 5 points per dollar) to the first $1,500 spent in combined bonus categories each quarter you activate the bonus.

While that may not sound like a lot, that cash back adds up over time. Maximizing the cash-back categories each quarter, you’ll earn $75 in cash back quarterly and up to $300 per year. For a no-annual-fee credit card, that’s a lot of value.

Alternatively, since the cash back you earn comes in the form of Ultimate Rewards points, you’re looking at a potential of up to 30,000 bonus Ultimate Rewards earned each year. Suppose you also have a premium product, such as the Chase Sapphire Preferred Card. In that case, you can combine the Ultimate Rewards points you earn with your Chase Freedom or Freedom Flex card with those you earn from your more premium Ultimate Rewards-earning card, and they become fully transferable.

In that case, TPG values Chase points at 2 cents apiece, so the 30,000 you can earn in a year would be worth more like $600.

How do I activate my 5% categories each quarter?

You can head over to Chase’s site to activate your 5% cash back (or 5 points per dollar) for this quarter. You can also register through your Chase mobile app, making one less credit card website you’ll need to visit regularly this year.

Here’s how to register:

Head to the Chase bonus activation page or log in to your Chase account.
Enter your last name, the last four digits of your card number and your billing ZIP code. If you don’t have your card on hand, log in to your Chase account to retrieve these digits.
Click “Activate your 5%” to register.
If you have multiple Chase Freedom cards, make sure to register each one.
Save a screenshot of your activation, just in case there are any issues later — though you should also receive a “You’re Activated!” confirmation email.

Can I have both the Chase Freedom and Chase Freedom Flex to double my earning potential?

Yes, you can have both cards. So if you already have the Chase Freedom and want to add the Chase Freedom Flex to your wallet, you’re free to do so. Remember that the original Freedom card is no longer open to new applicants.

But if you’d rather only have one, the Freedom Flex is available as a product change.

And of course, you’ll also want to ensure you’re eligible for a new Chase card.

How do I maximize my Freedom and Freedom Flex cards?

The most important thing is to make sure you activate your card to earn the 5% cash back (or 5 points per dollar) each quarter in the specific categories, and then actually use your card for purchases in those categories.

You can set up a recurring reminder in your calendar, or you can sign up for the TPG newsletter (we send out a reminder when it’s time to activate every quarter — plus tips and tricks for maximizing your card strategy and scoring some excellent award redemptions).

Better yet, paired with a Chase credit card that earns fully transferable Ultimate Rewards points like the Chase Sapphire Reserve or the Chase Sapphire Preferred Card, the Chase Freedom Flex’s 5% cash back effectively becomes 5 Ultimate Rewards points per dollar, as you can learn all about in our guide detailing the “Chase Trifecta.”

In that case, you’ll be able to transfer the points earned with the Freedom Flex to Ultimate Rewards points and to travel partners like Southwest, Hyatt and United.

What are common bonus categories for the Freedom and Freedom Flex?

Of course, you’ll also want to make sure that you’ll potentially be able to maximize other bonus categories throughout the year. For reference, here are the previous Chase Freedom quarterly categories all the way back to 2012, so you can decide if common categories make sense for your spending patterns:

Bottom line

Chase Freedom and Freedom Flex card members can now earn 5% back (or 5 points per dollar) on Target, grocery store, and gym membership purchases.

In addition to the rotating 5% cash back bonus categories, the Freedom Flex accrues 5% cash back on travel booked through Chase Ultimate Rewards, 3% cash back on drugstores, 3% cash back on dining (including eligible delivery services) and 1% unlimited cash back on all other purchases.

Official application link: Chase Freedom Flex with a sign-up bonus of $200 cash back after spending $500 on purchases within the first three months of account opening. 

Additional reporting by Emily Thompson, Stella Shon and Chris Dong. 

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Carscoops 

If you’ve been anywhere near social media this past week, you’ve likely seen how even the slowest maneuvers in treacherous conditions have the potential to go horribly wrong, and we’re willing to bet that a fair few of these incidents involved cars that didn’t have winter tires installed.

After proving that swapping out your summer or all-season tires for a set of winters does indeed make a significant difference to everyday driveability on snow, Jonathan Benson from Tyre Reviews is back to compare Pirelli’s Ice Zero 2 with the Pirelli SottoZero used on snowy stages of the WRC.

While the Ice Zero 2 is one of the highest-rated studded road tires, straight off the bat, it’s had to make compromises in the name of practicality. The tires themselves have to comply with the road car fitment, which means they’re typically as wide as your conventional tire. The Ice Zero 2 also has to be rated for use on public roads to ensure that driving conventional cars with these 1mm studs don’t do too much damage to the bitumen.

The WRC-spec SottoZero tires, on the other hand, don’t need to make any such regulatory accommodations. In addition to having a higher density of studs per centimeter, the rally car tires’ metal studs are 6mm longer — or in other words, seven times as long as those allowed on the road car winter tires.

Read: Which Is More Effective On Snow And Ice, All-Wheel Drive Or Winter Tires?

The WRC snow and ice tires are thinner too. While this may seem counterintuitive at first, it means there’s more pressure on the smaller surface area, allowing the SottoZeros to dig through the powdery and icy stuff to the surface below.

The results are remarkable, as Benson finds out on a purpose-built winter test track. According to him, the WRC tires make a huge difference in the traction and braking but crucially enable the car to respond even better laterally thanks to vastly-improved grip levels.

The proof is in the timings, with the racing tires being 8.2 seconds faster than the road tires around the snow circuit. Things get even more impressive on ice, with the longer studs and thinner footprint of the rally tires allowing Benson to better his winter rubber time by an astounding 17.9 seconds.

Sadly, many of us will never be able to get the opportunity to experience a proper WRC snow tire on a Lapland-like rally course. But for those of you battling the elements on the roads, you’ll still be afforded some extra grip with a set of studded black circles.

Lead Image: Tyre Reviews YouTube

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Carscoops 

A fifth-generation Ford Mustang dressed up as a Chevrolet Camaro has popped up for auction after being involved in an accident.

This Mustang is unlike any other that we’ve come across. While it looks pretty much like any other Mustang of this era from the rear and sides, it has the front fascia and hood of a Chevrolet Camaro. It includes the same grille and air intakes as a Camaro and while the headlights appear to be aftermarket units, they too are very similar to those of a Camaro you could buy from a Chevy dealership.

The Ford has been listed through Copart as having sustained damage to the front end. These images show that the upper part of the front grille is missing and that damage has been done to the front bumper and hood. Other than the front end, however, the car doesn’t appear to have suffered too much damage and the listing confirms that it still runs and drives.

Read: Police Catch 17 Y.O. Mustang Driver Doing 108 Mph In 40 Mph Zone

It is not just the Camaro fascia that makes this Mustang stand out. The previous owner of it has also kitted it out with the interior of a Camaro, complete with the same instrument cluster as Chevy’s muscle car and even a Chevrolet MyLink infotainment system.

Copart says the car has an estimated retail value of $25,000 but due to the modifications it has undergone, we don’t think it is actually worth that much. Repairing it to its ‘former glory’ will require sourcing new front-end components but shouldn’t be too expensive as it seems the fascia has aftermarket parts, rather than a genuine Chevrolet bumper, grille, and lights.

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The Points Guy 

You could monitor cruise line websites and social media feeds over the next few months so you don’t miss any sales, but an even better idea is to join the email lists for the cruise lines you like. That way, they’ll tell you exactly when a sale is about to begin.

Disney Dream at Port Canaveral. RED HUBER/ORLANDO SENTINEL/TRIBUNE NEWS SERVICE/GETTY IMAGES

Find a travel agent

While you might not use a travel agent for other sorts of trips, you should consider one whenever you cruise. Agents that specialize in cruise travel often get advance notice of sales. They also typically have access to special rates or perks you won’t be able to find on your own, and they tend to offer their own suite of bonuses as an incentive to book through them.

For example, the right travel agent could get you several hundred dollars in onboard credit, even with Disney Cruise Line, which is notoriously light on sales and discounts. You can work with a large online travel seller, all of whom have sales representatives you can call for help, or find an individual travel agent in your area. Ask your friends if they can recommend someone, call up your local AAA office or locate a cruise-certified agent on the Cruise Lines International Association website.

Also, note that cruise line deals have all sorts of terms and conditions. A knowledgeable travel agent will know which itineraries offer the best version of the current deals and can guide you appropriately.

Sign up for the right credit card

If you’re a fan of stacking deals, you can enjoy cruise discounts, cash back and perks when you work with a travel agent to book a cruise during a sale and pay with a credit card that gives you a cruise-related bonus. If you don’t already have a card that gets you extra perks for your cruise purchases, such as The Platinum Card® from American Express, you might want to apply for one in advance of wave season.

A cruise booking, plus the affiliated travel purchases (think: a pre-cruise hotel stay and flights to the departure port) can be a significant investment, even with wave season promotions. Consider signing up for a new credit card and using your cruise purchase to reach the minimum spend necessary to earn the booking bonus. You’ll want to apply in advance of wave season so you’ve got the new card in hand when you’re ready to pay for that sailing.

Related: The best credit cards for booking cruises

Bottom line

Cruise lines come out with deals throughout the year, so there’s always an opportunity to find a low price on select sailings. But if you want a smorgasbord of offers to choose from all at the same time, wave season is one of the best times for finding a cheap cruise or more inclusive fare. Do your homework in the fall or over winter break, and you’ll be well prepared to jump on a bargain as soon as you see one in the new year.

Planning a cruise? Start with these stories:

The 5 most desirable cabin locations on any cruise ship
The 8 worst cabin locations on any cruise ship
The ultimate guide to what to pack for a cruise
A quick guide to the most popular cruise lines
21 tips and tricks that will make your cruise go smoothly
15 ways cruisers waste money
The ultimate guide to choosing a cruise ship cabin

Additional reporting by Andrea Rotondo.

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Carscoops 

This story contains renderings created by Thanos Pappas for CarScoops that are neither related to nor endorsed by BMW.

The BMW 7-Series is one of the most widely recognized luxury sedans as a direct competitor to the rival Mercedes S-Class. From a grand total of seven generations, some 7ers are considered stunning, and others polarizing. According to most people, the brand-new 2023 BMW 7-Series is not one of the lookers, which is why we decided to face-swap it with some of its predecessors.

Our goal was to discover if an older front end looks better combined with the latest body. Among the seven generations, we chose the original and now-classic E23 (1977-1986), the gorgeous E38 (1994-2001), and the controversial E65 (2001-2008) to balance things up a little bit.

E23 (1977-1986)

Let’s start with the first generation of the 7-Series that debuted in 1977 replacing the older E3 sedans at the top of the BMW range. The size difference between the classic sedan and the new 7-Series is as massive as the 45-year gap that separates them. In fact, the first gen is 531 mm (20.9 inches) shorter, 150 mm (5.9 inches) narrower, and 114 mm (4.5 inches) lower than the current seventh gen. This makes it harder to swap parts between the two, although we tried our best.

The shark nose of the E23 penned by Paul Bracq and Manfred Rennen is compatible with the long bonnet of the G70, but the thin bumper needed quite an extension, which is why we kept the lower portion of the modern car. The quad round headlights, the ultra-thin kidney grille, the chrome accents, and the retro alloy wheels complete the conversion. The latter have been adjusted in diameter to match the tire size of the new 7-Series, since the old model’s wheels were tiny in comparison.

E38 (1994-2001)

For the next face swap, we skipped the admittedly great-looking E32 (1986-1994) and went straight up to the E38 (1994-2001) which is considered by some as the peak of the 7 Series in terms of exterior styling. The model, penned by Boyke Boyer, is known for its slim silhouette and sharp styling cues that dictated the looks of the entire BMW range in the following period. For our render we choose the front end of the facelifted version that appeared in 1998 with slightly revised headlights.

The result is surprisingly neat, again with a little adjustment in terms of the size of the front clip. Thankfully BMW designers kept the Hoffmeister’s kink and the horizontal character line on the profile of the new 7-Series which makes it more compatible with the timeless design of the third-gen model. The ’90s wheels also help with the transition, while a similarly revised tail would probably result in a legitimate reverse restomod.

E65 (2001-2008)

The E65 is easily the most talked-about generation of the 7-Series so we couldn’t ignore it. Designed by Adrian van Hooydonk under the direction of Chris Bangle, it represented a significant departure from its predecessor in terms of styling, size, and proportions. Despite the hate it received from hardcore BMW fans, the E65 proved to be a sales hit. Today, some people find it has matured pretty nicely, since it doesn’t look out of place among modern vehicles.

For our conversion, we opted for the front end of the original instead of the softer and more mainstream 2005 facelift. The then-unconventional headlights with the indicators above the main beams look simple compared to today’s LED units, the kidney grille looks tiny in comparison, and the bumper is minimalist to say the least. Overall, it feels like we fixed the design of the E65 instead of the G70, by eliminating the Bangle butt.

Read: Dealer Brings Together Seven Generations Of The BMW 7-Series

The faces of the 7 Series that followed – the F01 (2008-2015) and the G11 (2015-2022) – wouldn’t look that much different combined with the profile of the current G70 which is why we skipped them.

G70 (2022-present)

So we wrap things up with the photo of the current G70 generation which was the starting point for today’s face-swapping session. As you can see, the grille is larger than ever, accompanied by the new split headlights and the rather complex bumper intakes. The fully electric i7 is differentiated from the ICE-powered sibling with redesigned bumpers, but overall it still looks like a 7-Series.

BMW design boss Domagoj Dukec made it clear that polarizing styling is one of the major selling points for its models. Thus, unlike other automakers who rely on evolution rather than revolution, BMW won’t be using tried-and-tested styling cues for its future range. Our renderings might be far from this strategy but if you had the power to choose as the CEO of the Bavarian automaker, which one would you send as a brief to the designers for the next update of the 7-Series?

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Carscoops 

No one wants to admit that they’re susceptible to peer pressure. It’s easy to fool ourselves into thinking that we’re above the influence of the crowd, but I think we all harbor some secret opinions that we’re afraid to share because they’re too unpopular.

That’s why, today, we’re creating a safe space, and asking you what car you give the public appearance of hating, despite the fact that you actually really like it. This doesn’t have to be a hot take, nor a hill that you die on, but it could be a car that you enjoyed piling onto, despite not really hating, or a design whose criticism you engaged with despite overall enjoying.

This past year has provided us with no shortage of controversial designs, so there are ample opportunities for shameful car loves here. Indeed, earlier this month, Carscoops published a story about the five vehicles our readers found the ugliest.

Read: These Are The 5 Ugliest New Cars On Sale Today According To You

They were the Jeep Grand Wagoneer, all American pickup trucks, the BMW iX/XM, the Lexus LX, and the new BMW 7-Series. And although there are many vehicles in there that are amusing to make fun of, beauty is in the eye of the beholder.

I will admit here and now that, although I have taken my shots at BMW’s new gigantic grilles generally, and the XM specifically, I don’t actually hate it. In fact, as far as large muscle SUVs go, I kind of prefer it to the competition.

Sure, it has a big grille, a dumb name, and suspicious headlights, but they kind of work on the big SUV. Moreover, I enjoy the profile, and although I object to the M1-style twin roundels, I find the overall design more to my liking than, say, the Lamborghini Urus or the Audi Q8.

Again, this is not a hill I’m willing to die on, but I freely confess to not understanding the passion with which people dislike the XM. What about you, though? What designs have you stopped yourself from expressing admiration for to avoid being dog-piled on?

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Well+Good 

In case you missed it, our Wellness Trends predictions for the new year launched recently. A culmination of expert interviews, qualitative research, and market analyses, our predictions provide a glimpse into what 2023 might have in store for us in regard to beauty, fitness, food, and health. When it comes to sexual wellness, the future is clear: Destigmatizing pleasure is in. Previously shrouded in mystery, shame, and taboo, sex toys have *officially* gone mainstream as tools for sexual health and fulfillment.

“Gone are the days where we’re going to see more products in pink and blue, for women or men,” Bloomi CEO Rebecca Alvarez Story previously told Well+Good. “The whole concept of full-body pleasure is something that more big box retailers will lean into as well.”

Before diving into the new year (and all of the groundbreaking adult toys it’s bound to reveal) , take a walk down memory lane with us as we look back on the best sex toys of 2022. Amongst a sea of different vibrators, suckers, and thrusters, these 8 adult goodies rose above the competition– and took our climaxes to new heights.

8 best sex toys we couldn’t get enough of in 2022

1. Magic Wand Mini

A mini version of the iconic Magic Wand massager debuted this year, and naturally, we couldn’t keep our hands off of it. The Magic Wand, formerly known as the Hitatchi Wand, is world famous for its large, bulbous head and deep rumbling vibrations. Unlike its bigger, older sibling, the Magic Wand Mini is completely portable and wire-free, making it a great travel companion.

Well+Good reporter Gabrielle Kassel sang the Magic Wand Mini’s praises in her June product review. Despite a slight decrease in vibration power (6,300 RPM vs. 6,000 RPM), Kassel says that the Mini helped her achieve a faster “O” than the original Magic Wand. “Small, high-intensity, and outfitted with intuitive buttons, this vibrator has many of the features I look for in a wand vibrator,” says Kassel.

2. WeVibe Chorus

Whether you’re indulging in ‘me time’ or playing with a partner, the WeVibe Chorus aims to please. The Chorus is a hands-free, multi-use vibrating toy that can be used as a clitoral massager, a stroker, or a G-spot stimulator.

This toy is a great companion for couples, as it can be worn inside the vagina during intercourse, heightening sensations for both partners. It’s waterproof, rechargeable, and can be controlled via app or remote, allowing for discreet, sneaky fun.

3. Ohnut Vibrating Ring

The revolutionary Ohnut Vibrating Ring is both a toe-curling sex toy AND a comfort aid. This soft, stretchy vibrating ring can be stacked with Ohnut Buffer Rings to provide a soft cushion between the vaginal opening and sizable penises or toys. The buffer lets users decide just how deep they’d like to be penetrated, while the rumbly vibrator adds direct clitoral stimulation.

This handy device further proved to us that there’s nothing sexier than comfort.

4. Womanizer Starlet 2

For those uninitiated, the famous and top-rated Womanizer uses short bursts of air to tease the clitoris rather than vibrations, resulting in super-powerful orgasms. The Womanizer Starlet 2 is the latest-and-greatest iteration of the Womanizer Starlet, the petite version of the OG Womanizer. Its soft silicone head perfectly wraps around the clitoris, providing direct stimulation to its 8,000 nerve endings.

There’s a reason why this toy made our list of editor-approved sleep products; one earth-shattering orgasm with the Womanizer Starlet 2, and it’s lights out.

5. Lelo Dot

The beautiful Lelo Dot is part modern art sculpture, part multifunction luxury vibrator. It’s as innovative as it looks: the wavy teardrop shape allows you to precisely pinpoint small, specific areas of your anatomy (around the clitoris or along the frenulum, for example). The inch-thick hole at its center acts as a handle, allowing you to grip and grind to your preferences.

Kassel reports that its sharp tip can simulate the tongue-flicking sensations of oral play when handled correctly (yum!).

6. JimmyJane Ascend 3

A sharp deviation from the art-like shape of Lelo Dot is the JimmyJane Ascend 3. This 7-mode handheld vibrator proves that when it comes to shape, sometimes simplicity is the spice of life. Its thin, flexible oval shape expertly fits to the contours of the body (think: all-over vulva action or buzzy stroking agent). It’s completely waterproof and comes with a remote, perfect for couples who want to kick things up a notch.

7. Lovers Anal Plug Training Set

Regardless of your experience level in the—*ahem*—posterior department, the Lovers Anal Plug Training Set has something for everyone. At $39, this trio of smooth silicone plugs is by far the best bang (sorry) for your buck when it comes to anal toys. Their wide flare bases offer comfort and safety while their flexible necks make inserting and removal a breeze.

Whether you’re an anal newbie or a seasoned pro, this set belongs in your goodie drawer (or closet, if you’re lucky).

8. Zalo Rose Rabbit Vibrator

No need to choose between external and internal stimulation; the Zalo Rose Rabbit Vibrator is the best of both worlds. This waterproof rabbit-style vibrator expertly targets the clitoris and G-spot at the same time. The curved shaft vibrates with deep, powerful rumbles, while the top targets the clitoris with sucking patterns.

Bonus: its rose-shaped handle and gold accents are simply gorgeous.

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Carscoops 

Australian prices for VW’s popular hot hatch models have skyrocketed in recent years, so much so that the Mk 8 Golf R is AU$11,000 ($7,363) more than the previous-generation model. The once-AU$31,990 ($21,414) Polo GTI has also jumped in price from 2018 to AU$38,750 ($25,939) for the 2022 model. Is it worth the money?

To find out, we recently jumped behind the wheel of a 2022 Volkswagen Polo GTI, testing it out for a week. We walked away impressed but weren’t entirely won over by its performance or its hefty price tag.

A fresh face with the same powertrain

The latest Polo GTI was first unveiled in Europe in mid-2021 but only recently landed in Australia. It’s not significantly different than the model it replaces and as such, continues to be powered by the same EA888 2.0-liter turbocharged four-cylinder engine. This engine is good for 147 kW (197 hp) and 320 Nm (236 lb-ft) of torque and is coupled to a six-speed dual-clutch transmission driving the front wheels. Interestingly, the Polo GTI has 152 kW (204 hp) in overseas markets while also rocking a seven-speed dual-clutch ‘box.

These figures closely match the Polo GTI’s two main rivals; the Hyundai i20 N and the Ford Fiesta ST. The Korean hatch musters up 150 kW (201 hp) and 275 Nm (203 lb-ft) from its 1.6-liter turbocharged four-cylinder while the Ford’s 1.5-liter turbocharged three-cylinder is good for 147 kW (197 hp) and 320 Nm (236 lb-ft) of torque.

However, the VW does not have a limited-slip differential like the i20 N and Fiesta ST, instead relying on VW’s extended electronic differential lock (XDL) that acts as a brake-based torque vectoring system. It’s not all bad news, however, as the Polo GTI is equipped with electronically-adjustable suspension, something not found on the i20 N or Fiesta ST.

Plenty of safety features come standard on the German hatch. These include VW’s IQ.DRIVE Travel Assist system that actively supports the driver by using Adaptive Cruise Control and Lane Assist technologies to accelerate, brake, and maintain the Polo GTI’s position within its lane. Other nice features include Front Assist with Pedestrian and Cyclist Monitoring and an Optical Parking System that provides a visual indication of any obstacle in the car’s path when parking.

A familiar feel to the interior

The cabin of the 2022 Polo GTI is largely the same as the pre-facelift model but has been tweaked and made to feel a touch more modern. Without a doubt, the highlight of the cabin is the 10.25-inch digital gauge cluster which impressed us when we reviewed the entry-level Polo Style 85TSI in early 2020.

This cluster is highly-configurable and can be tweaked to show traditional circular dials or a more modern layout with satellite navigation in the center and digital readouts of other important vehicle and traffic information.  A pronounced central infotainment screen is also standard but those wanting to upgrade to the 9.2-inch display that our test car had will have to cough up AU$1,500 ($999) for the Sound & Tech Package.

Elsewhere, VW has fitted a new control unit for the HVAC system. Much like the system out of the new Golf, this system ditches physical buttons and knobs for the fan speed and temperature control and instead uses small touch panels that you can either press or slide your finger along to change the settings. When first using these controls, we were not impressed, wondering just why VW developed them given that they aren’t any better than traditional buttons. However, we soon got used to them and found them simple to operate.

Read: 2023 VW Polo Facelift For South America Is Slightly Different From The European Model

What we didn’t like as much were the steering wheel controls. VW has installed the facelifted Polo GTI with an all-new steering wheel that has a sportier design than the old wheel and also makes use of touch-sensitive buttons. These are a pain to operate, forcing you to slide your finger and thumbs to change things like the media volume and song. We wouldn’t go as far as to describe it as a stupid decision to develop such controls, but it’s not far off.

A bundle of fun… most of the time

As soon as you start to drive the 2022 Polo GTI, the similarities between it and its bigger brother, the Golf GTI, become apparent. Indeed, it feels very similar to the Golf GTI but with less power and in a more compact size.

The 2.0-liter turbocharged four-cylinder offers more punch than we were expecting based on the power and torque figures. The engine offers excellent pull from a standstill and remains strong as you pull through the gears and the speeds start to increase at an impressive rate.

While there is a little bit of turbo lag below 2,000 rpm, it can be easily avoided by letting the engine rev. The lack of a limited-slip differential can limit traction off the line, however, particularly in damp and wet conditions.

A key point of difference between the Polo GTI and the Hyundai i20 N and Ford Fiesta ST is that it is sold exclusively with a six-speed dual-clutch transmission whereas its rivals have six-speed manual boxes. Yes, this does detract from the driving experience but the VW’s DSG is excellent, so much so that we rarely used the paddle shifters, instead preferring to let the transmission work out which gear was best at any given time. Shifts are sharp and snappy when you’re moving and the exhaust has a nice little bark when shifting between ratios.

What’s not so good about the DSG is the jerkiness we experienced when shifting into 1st gear and slowing for red lights. It can also be a little hesitant when pulling away slowly, much like other DSG-equipped VWs.

Light on its feet

A handful of different driving modes are available, allowing you to configure the Polo GTI in whatever way best suits you. We left it in Sport mode most of the time but found it was more comfortable to drive around town with the suspension in its Normal setting, as opposed to Sport. VW’s inclusion of adjustable dampers is most welcome, particularly given that both the i20 N and Fiesta ST have fixed suspension systems that cannot be adjusted. These dampers go some way to explain the price premium of the VW.

Pint-sized hot hatches like this have always thrived in the corners and the Polo GTI is no different. The Continental ContiSportContact 5 tires measuring 215/40 R18 at all four corners provide tenacious levels of grip and respond excellently on turn-in. The car feels just as light as the 1,305 kg (2,877 lbs) dry weight would lead you to believe and immediately instill confidence in the driver.

However, the Polo GTI does not provide the same level of outright drip as the i20 N nor is it as fun or playful as the Fiesta ST. This is due in large part to the disappointing lack of an LSD and also forces you to be much more gentle on the throttle in the middle of a corner and through the exit. There’s certainly no planting your foot to the floor through a sharp turn quite like you can in the Hyundai. This is a shame but it’s not to be expected of a modern hot hatch from VW.

The brakes also leave a lot to be desired, not because they don’t offer plenty of stopping power (they do), but simply because of how grabby they are at even the slightest touch of the pedal.

VW claims it returns 6.5l/100 km (36 U.S. mpg) over the combined cycle but we averaged 8.2 l/100 km (28 mpg) during our time with the car.

A well-rounder, as you’d expect from VW

For the vast majority of hatchback owners who are looking for something that is well-equipped, fun to drive, and makes their everyday commute a little more enjoyable, the 2022 VW Polo GTI is an excellent choice. However, for prospective buyers looking for an affordable hot hatch that they can hoon along a winding mountain road or a racetrack, the Hyundai i20 N and Ford Fiesta ST are better options.

Picture credits: Brad Anderson/CarScoops

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