Tom Swiatek

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Tom Swiatek

Car reviews and test drives from a perspective of a guy who lived in Europe for a while.

You'll find new vehicle reviews, as well as POV test drives during the day and night on my channel.

17/09/2026

The Best Daily?

After saying goodbye to my Volvo XC60, I was in need of a new car. I knew I wanted something from Germany and something with 6-cylinders.

It’s no secret that I’ve been a fan of German midsize sedans. They offer everything I want in a daily - high levels of comfort, decent driving dynamics, and somewhat understated design. So, I narrowed down my choices to a G30 5 Series, G32 6 Series GT, and a W213 E-Class.

The search started back in March of this year, and one July morning I came across this beauty - almost a fully loaded 2021 BMW 540i in the exact color combination I wanted (Bluestone Metallic + Ivory White).

Too good to be true?

The issue was that the car was in Little Rock, AR. However, as someone who likes risk, I booked the next available flight and flew out with my dad to check it out.

To my surprise, the car looked better than in pictures. The previous owner took good care of it - visually and mechanically. PPF on the front of the vehicle, ceramic coating, clean, well-kept interior.

After the PPI confirmed that the car indeed is in great shape, I signed the paperwork and headed back to NJ.

We split the 1,300-mile drive into 2 days, and the Bimmer excelled. There’s something about BMW designing their cars with autobahns (and American interstates) in mind.

Great ride quality, considering the car is on 20” rims and run-flats, smooth power delivery coming from the beloved B58, and fantastic front seats.

Since the purchase, I put a little over 3k miles on the car, and it’s been a pure joy. As new BMWs are becoming more homogeneous, the G30 has a little bit of that old BMW character. Excellent ergonomics, high-quality materials, iconic orange instrument illumination... with a little bit of tech that’s not overwhelming.

What are my plans with this car? Nothing crazy. It’s a daily, so I don’t plan on making any performance modifications. What I want to do, though, is to make it look like an EU-spec car using OEM parts. You may be able to spot a couple of changes I already made 😉

I’ll report back on my ownership experience in a few months!

14/09/2026

Let’s try again!

Last year I reviewed the G90 BMW M5, and I wasn’t entirely happy with it. Truth be told, the previous generation set the bar pretty high up, and the newest model is nowhere near.

The F90 was quick, luxurious, and drove really well - as a daily or a performance vehicle. Moreover, many think (myself included) that it was also the most beautiful modern M5. Chef’s kiss.

The G90/G99 on the other hand, feels like a big compromise. And by “big” I don’t only mean its size. In order to keep the V8 under the hood (especially in the domestic market) BMW had to electrify the M5. That means adding an electric motor, a battery pack, and other components.

On paper, it’s impressive - 717 hp, 738 lb-ft of torque, 0-60 in 3.5 secs… But once you start digging into technical data, you’ll find that the car weighs 5,400-5,500 lbs.

Even with those 717 wild horses, the power to weight ratio is worse than in the last two M5s - the F90 and the F10… We don’t drive the numbers, though, do we?

Of course we don’t. But in some cases, the numbers matter.

Initially, the M5 feels great. It handles really well for such a chunkster, has an insane amount of power and torque, and if you haven’t driven the old M5s, it’ll blow your mind.

However, if you know a little bit about driving, you’ll dislike it.

While the new M5 may feel light in corners, thanks to the suspension setup and rear axle steering, the key word is “feel”. Quick transitions, especially in tight corners, clearly indicate the weight. You can’t trick physics, and neither can BMW.

That extra weight doesn’t only translate into handling. You experience it on a daily basis - the ride on broken pavement is terrible. There is a noticeable suspension oscillation, and I can’t identify the reason. It seems like the engineers increased the spring rates due to the extra weight and never changed the valving on the shocks.

Minus the weight and the suspension setup, the M5 is truly an impressive performance wagon. The design grew on me, the cabin is a pleasant place to be in, and the practicality is what will convince your significant other that you need it.

09/09/2026

One of the coolest things about the Toyota Crown Signia is that it’s a wagon.

But there are more thing to like about it.

08/09/2026

It’s not that bad. I said, IT’S NOT THAT BAD!

Honda is not known for controversy, but oh boy, did they stir the pot with the new Prelude.

Some say it’s because a hybrid. Some say it’s because it “only” has 200 hp. For others, it’s the price tag - $42k before dealers get their hands on.

So, what is it?

Let’s start with the good. The chassis components - front suspension, steering, and 4-piston Brembos - were taken straight out of the FL5 Type R. Everything was retuned a bit to match the “GT” character of the Prelude, but it was a great call.

The ride quality in the softest setting is excellent, and moving up 2 modes stiffens things up, making the car handle like a Honda should.

While body roll is still present, the Prelude is very eager to turn and rotate. On top of that, the steering is direct and the brakes (which are overkill) feel amazing. 10/10!

Now, things get different when we want to accelerate out of turns and… nothing happens. Okay, I’m exaggerating.

I can’t tell that the hybrid powertrain is sluggish, but an extra 40-50 horses + some torque would really help. Because as a whole, the hybrid setup is fantastic - super smooth and very fuel efficient.

I can also forgive it for not having a manual transmission. The “S+ Shift” mode, which basically simulates a behavior of a DCT, is a neat concept.

I know, we’ve seen that before, but Honda made the best “fake” transmission I’ve ever experienced. There is a noticeable torque dip between the upshifts and a throttle blip on downshifts.

It works really well and is fun on a curvy backroad! Does it feel artificial? Yes. Does it make driving more engaging? Also yes, so I’ll take it.

The new Prelude isn’t a bad car. It’s just different from what we expected. It may not have the most power or a high-revving engine, but it’s super fun to drive flat out, and the chassis tuning is perfect.

Even with 200 hp, you feel engaged driving it, and that’s what matters the most. If we were expecting something similar to the 5th gen, then we’re fools. However, if Honda makes a few tweaks to the engine itself (higher redline, a bit more power), then… it’d be even cooler!

04/09/2026

The Toyota Crown Signia only comes as a 240 hp hybrid. 0-60 mph takes around 7 seconds.

02/09/2026

The Miata is the best brand new sports car under $40k, prove me otherwise.

31/08/2026

Big Surprise

You know which brand offers two station wagons in its U.S. lineup? That’s right. Not Volkswagen, not Volvo, but Toyota.

Alongside the bZ Woodland, the Crown Signia represents the segment of the long roof society, and it’s great to see an alternative to SUVs.

The car was developed and designed in Japan, so it’s kind of a niche product in America. After spending a week with it, I realized how many things it does right.

From the exterior and interior design perspective, the Signia looks more upscale. And it makes sense, as that’s the goal of the Crown line.

The cabin features nice, soft-to-the-touch materials, a reasonable amount of physical controls, and great overall storage. Plus, since it’s a wagon, it has plenty of trunk space, especially after dropping the backseats down.

Just like the Crown sedan, the Signia is closer to Lexus in terms of ride comfort, rather than any other Toyota product. The suspension does a fantastic job on all types of road surfaces, graciously soaking up all bumps.

I did notice more road & wind noise than expected… The optional cross bars definitely had something to do with it, but the Signia definitely seems louder than the Crown sedan, or even the new Camry.

Interestingly, the Crown Signia doesn’t feature Toyota’s newest, 5th generation hybrid drivetrain. Instead, we get the previous 4th gen, which is still good.

Averaging 40 mpg city/highway/combined is a piece of cake, and 240 hp coming from a 2.5L 4-cylinder and 2 electric motors is all you need.

I will say though - I’d love to see the Hybrid Max powertrain in the Signia. Imagine a 340 hp turbocharged hybrid wagon with Toyota’s reliability… Shut up and take my money!

28/08/2026

The Mazda Miata isn’t the quickest, but that’s not what this car is about.

It makes 181 hp & 151 lb-ft coming out of a naturally aspirated 2.0L 4-cylinder.

26/08/2026

The new Audi A6 isn’t drastically different, but it is a departure from what we’re used to.

24/08/2026

Times Are Changing; Some Things Aren’t.

Every time I get to drive a Mazda Miata, I’m reminded that we don’t need a tri-turbo engine with 600 hp to have fun behind the wheel.

It’s quite the opposite. This car is a throwback to the good old days, thanks to its simple construction, mechanical feeling, and emphasis on driving dynamics.

We can drive it on a daily basis, take it to our favorite back road, autocross it, or even go to a racetrack. And every mile behind the wheel will be a joy.

It all starts with the drivetrain.

It may not be the most powerful (“only” 181 hp), but we couldn’t have asked for a better setup. The engine delivers power in a linear way all the way up to 7,500 rpm without any dips and I can’t rave enough about how refreshing it is to drive a high-revving motor these days.

Granted, we don’t get much low-end torque, but seeing the tach needle go up the scale and listening to 4 cylinders doing their job is a pure pleasure.

So is shifting through gears - the 6-speed gearbox is very precise with a little bit of resistance between the gates, and the clutch is easy to figure out without unnecessary lightness or heft.

But there’s more.

As we enter the corner, modulating the braking power is easy, and the steering feel is great. We get some feedback and the car precisely follows the inputs.

After the initial understeer, lifting off induces a small oversteer without upsetting the car and it’s very willing to rotate.

Rolling onto the gas, the rear end doesn’t get overwhelmed, we can control the balance with on and off throttle and the Miata follows your directions doing exactly what you want it to do.

While there is a noticeable body roll, it doesn’t have a negative impact on the driving dynamics. I’d argue it helps with stability and gives us that “old school” feeling, missing in today’s cars.

The Miata has always been one of my favorite “fun” cars on the market, and the older I get, the more I appreciate it. The cars are becoming too numb and too digital, but Mazda is sticking to its values.

For now, the ND3 is the best Miata yet. Now, go get it before it’s gone!

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