
2025 Lexus LX700h review: Quick drive
Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine the 10-speed automatic transmission, the LX700h's outputs are bumped up to 341kW and 790Nm, versus 305kW and 650Nm for the lesser non-hybrid.
While the refreshed LX range is Australia-bound this year, the LX700h is yet to be confirmed for our market. Even so, we managed to snare a test vehicle in the United Arab Emirates (UAE), where the opulent 4WD SUV just went on sale.
The LX700h has the same 700mm maximum wading depth as other variants – thanks to a waterproof casing for the battery – and is fitted with a second starter motor on top of the regular alternator so the car can start its engine independently of the electric motor if required.
Chassis strengthening measures include the addition of a third cross-member to support the hybrid battery, as well as redesigned mounting cushions that attach to the upper body. These upgrades are claimed to improve rigidity and reduce vibrations on the road.
WATCH: Paul's video review of the 2023 Lexus LX600 Ultra Luxury
Also new are strengthened rear engine mounts, along with a revised position for the under-slung spare wheel to accommodate the battery without compromising the departure angle. In addition, the 12-volt battery moves from the engine to the rear of the vehicle.
Other improvements include a 12.3-inch widescreen digital instrument cluster that replaces the previous 8.0-inch screen (and is available across the revamped LX lineup), an 'air bladder' in the front seats claimed to reduce fatigue, and a new electronic gear selector in the hybrid model.
Added safety features include autonomous emergency braking for intersections, and a new driver monitoring camera that watches the driver's eyes and can instruct the vehicle to pull itself over on the side of the road if the driver is detected to be unresponsive.
We tested the Lexus LX700h in the United Arab Emirates, where the entry-level Signature model is priced from AED590,000 (A$251,950) while the flagship LX700h F Sport starts at an eye-watering AED635,000 (A$271,170). 2025 Lexus LX700h: Quick drive Credit: CarExpert
For now, these figures are hypothetical for Australia as the hybrid model is yet to be confirmed for our market.
However, if the LX700h is eventually offered here and local pricing is reflective of the LX700h's UAE prices, it would put the Lexus up against the likes of the Range Rover, BMW X7 M60 xDrive, Mercedes-AMG GLS63 and Porsche Cayenne Turbo E-Hybrid.
Of these rivals, only the Range Rover could lay claim to be a genuine all-terrainer. Whether or not any Rangie owners actually venture beyond the beaten track is another matter.
In Australia, the updated 2025 Lexus LX range starts from $158,700 for the LX500d Luxury, and tops out at $220,950 for the LX600 Ultra Luxury – we'd expect the LX700h to carry a premium over the equivalent LX600. Read our full price and specs story here.
To see how the Lexus LX lines up against the competition, check out our comparison tool
The leather-lined Lexus LX700h is largely as per the lesser LX600 inside, and in updated form it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. 2025 Lexus LX700h: Quick drive Credit: CarExpert
The LX700h also sports a Prius-style e-shifter in lieu of the conventional gearshift in the LX600
A 12.3-inch touchscreen mounted atop the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to control the HVAC settings.
There are physical buttons and twist knobs to select drive mode, set ride height, engage the centre differential, select low range and engage Downhill Assist/Crawl Control.
The overall interface is a bit of a hotch-potch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. 2025 Lexus LX700h: Quick drive Credit: CarExpert
The LX700h features a digital overhead mirror rather than a conventional reflective unit and, while I'm usually not a fan of the former, in the Lexus it functions quite well, providing a clear and unobstructed view of the road behind.
The front seats are superbly comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed highway schlepping, some rock/gravel traversing and gliding up and down sand dunes as the sun was setting.
The second-row seats are heated, cooled, and and are adequately comfortable for the two window-seat occupants, but the unlucky sod in the centre pew will have drawn the short straw as they'd be occupying the space designated for the armrest and the largedriveshaft tunnel eats into their legroom.
There are air-conditioning vents for the rear occupants, two USB-C ports, a power outlet, map pockets in the back of the front seats, and rear shades to cover the large side windows. 2025 Lexus LX700h: Quick drive Credit: CarExpert
As for the third-row seats, they're more spacious than is the case with most seven-seaters, but you wouldn't want to be cooped up back there for too long as your knees end up almost chest high.
Luggage capacity is a paltry 204 litres with the third-row seats in the upright position due to the hybrid battery pack eating into the cargo bay. Even when the rear seats are folded, they sit on top of the battery pack, so you still only get 878 litres of space.
To see how the Lexus LX lines up against the competition, check out our comparison tool
The LX700h packs a 3.4-litre V6 twin-turbo petrol and 10-speed automatic, as per the LX600, but integrates an electric motor-generator with a clutch between the engine and transmission. 2025 Lexus LX700h: Quick drive Credit: CarExpert
Outputs of 341kW and 790Nm are a handy bump on the 305kW/650Nm eked out by the LX600, although weight also bloats out to 2780kg with the added hybrid componentry (versus 2660kg for the non-hybrid LX600).
As with the LX600, the petrol-electric model is equipped with full-time four-wheel drive system and a low-range transfer case. Lexus refers to the LX700h's powertrain as a 'high-performance parallel hybrid' that offers 'the reliability and durability customers expect when heading deep into bush or snow'.
The LX700h is the brand's first parallel hybrid to feature both an alternator and a starter motor, reducing reliance on the electric motor. This enables engine ignition independent of the electric motor, with the alternator powering the 12V auxiliary battery.
It also allows functions like ride height adjustment and Active Traction Control 2 (A-TRAC) to continue to operate even when the electric motor isn't in use.
Out in the real world, the hybrid powertrain gels relatively seamlessly, with the interface between petrol engine and electric motor calibrated in such a way that you wouldn't necessarily detect from behind the wheel that there are two separate elements providing propulsion.
Where the instant grunt of the electric motor proves especially useful is when crawling over rocks or manoeuvring between tight obstacles as it allows for precise throttle control at low speeds.
The hybrid powertrain also improves performance out on open tarmac roads, and our seat-of-the pants impression suggests the big SUV could dispatch the 0-100km/h sprint in about 6.0 seconds.
To see how the Lexus LX lines up against the competition, check out our comparison tool
As per the LX600, the LX700h shares its body-on-frame GA-F platform (with a solid axle at the rear and double-wishbone setup up front) with the Toyota LandCruiser 300 Series 2025 Lexus LX700h: Quick drive Credit: CarExpert
The Lexus LX700h is a reasonably pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis.
As such, its steering lacks the crispness and precision you'd get in a BMW X7, Mercedes GLS or Range Rover; while Porsche's Cayenne sits in a different universe dynamically.
The Lex is a sizeable entity (measuring 5100mm long and 1990mm wide), so slotting it into tight parking spaces isn't the easiest exercise. That said, the reversing camera and parking sensors take the guesswork out of backing into narrow spots.
Out on the open road, the Lexus lacks the firmly planted feel of the German luxo-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. 2025 Lexus LX700h: Quick drive Credit: CarExpert
Ride quality is generally okay, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that we traversed during our test.
Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser 300 cousin (235mm clearance) in this regard.
The LX700h is also the first hybrid Lexus with a wading depth comparable to combustion-powered off-roaders at 700mm, with the hybrid battery sitting within a specially designed waterproof casing under the rear floor.
The AC inverter, located under the centre console, is also waterproof. It allows for external power supply of up to 1500W or 2400W, depending on the region. 2025 Lexus LX700h: Quick drive Credit: CarExpert
Our off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat.
Only one or two sections required the ride height to be raised, while locking the centre diff ensured the big Lex was able to effortlessly find traction across soft sandy dunes.
The LX700h could have tamed rougher terrain than we traversed, but that wouldn't in any case have been representative of the vehicle's typical usage pattern in the hands of owners.
Few LX700h buyers are likely to bash their $250k Lexus across humungous boulders and get the 22-inch forged rims all dinged up. 2025 Lexus LX700h: Quick drive Credit: CarExpert
That said, buyers in some markets (such as the US) also have access to an Overtrail model that rides on 18-inch rims with 33-inch all-terrain tyres.
This variant also gets locking front and rear differentials and a gloss-black grille and bodywork trim in lieu of chrome.
To see how the Lexus LX lines up against the competition, check out our comparison tool
Lexus hasn't confirmed if the LX700h is coming to Australia just yet, but given the LX engine variants aren't tied to specific trim levels, here's a look at the specification offered across the local LX500d and LX600 lineup for MY25. 2025 Lexus LX700h: Quick drive Credit: CarExpert
2025 Lexus LX500d Luxury + LX600 Luxury equipment highlights: 20-inch alloy wheels
7-seat configuration
Soft-close doors (NEW)
Three-beam LED headlights, adaptive high-beam
12.3-inch touchscreen infotainment system
DAB+ digital radio
Satellite navigation
Wireless Apple CarPlay
Wireless Android Auto (NEW)
7.0-inch lower screen
12.3-inch digital instrument cluster (NEW)
6 x USB-C outlets (up from 5)
Head-up display
'Hey Lexus' natural speech recognition
25-speaker Mark Levinson sound system
4-zone climate control
Centre console cool box (NEW)
Leather upholstery
10-way driver and 8-way front passenger seat power adjustment
Heated front seats
'Shimamoku' wood trim
Wireless phone charging
360-degree camera
Multi-terrain monitor
Trailer wiring harness and towing hitch
Lexus Connected Services with stolen vehicle tracking, automatic collision notification and SOS call functionality
LX500d + LX600 Overtrail add (over Luxury): 5-seat configuration
Sunroof
Hands-free power tailgate
18-inch matte grey alloy wheels
Toyo 5 Open Country all-terrain tyres
Locking front and rear differentials
Black grille, bumpers, door handles, wheel arches, mirror caps and door window mouldings
Leather-accented seats in Monolith
Sumi Ash black inlays Overtrail Credit: CarExpert 2025 Lexus LX700h: Quick drive Credit: CarExpert 2025 Lexus LX700h: Quick drive Credit: CarExpert 2025 Lexus LX700h: Quick drive Credit: CarExpert
LX500d + LX600 Sports Luxury add (over Luxury): 22-inch forged alloy wheels
5-seat configuration
Ventilated front seats
Heated and ventilated second-row seats
Heated steering wheel
Centre console cooler box
Digital rear-view mirror
Fingerprint identification push-button start
Premium leather-accented seats
'Takanoha' ornamentation – wood veneer
Dual 11.6-inch rear-seat screens
Massaging front seats (NEW)
4-way adjustable head restraints (NEW)
LX500d + LX600 F Sport add (over Luxury): Darkened 22-inch alloy wheels
Sunroof
Hands-free power tailgate
Blacked-out mesh grille
Hadori aluminium ornamentation
Aluminium pedals and scuff plates
Perforated F Sport seats with added bolstering
Flare Red interior trim option
Torsen rear limited-slip differential
Performance dampers
Adaptive Variable Suspension
5-seat configuration
Massaging front seats (NEW)
Four-way adjustable head restraints (NEW)
LX600 Ultra Luxury adds: Front wireless phone charger (NEW)
Dual rear captain's chairs with:
Unique centre-rear console with:
To see how the Lexus LX lines up against the competition, check out our comparison tool
The Lexus LX still hasn't been assessed by ANCAP or Euro NCAP, though its diesel-powered Toyota LandCruiser twin was awarded a five-star safety rating in 2021. 2025 Lexus LX700h: Quick drive Credit: CarExpert
It comes as standard with a suite of safety features, including: Autonomous emergency braking
Front and rear parking support brake with obstacle and vehicle detection
Blind-spot monitoring
Adaptive cruise control
Lane departure alert
Lane-keep assist
Traffic sign recognition
Emergency steering assist
Safe exit assist (NEW)
Emergency driving stop system (NEW)
To see how the Lexus LX lines up against the competition, check out our comparison tool
While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty. 2025 Lexus LX700h: Quick drive Credit: CarExpert
Servicing is required every six months or 10,000km, with capped-price servicing offered for 10 services – in other words, for five years or 100,000km. Each of these services is capped at $595.
To see how the Lexus LX lines up against the competition, check out our comparison tool
The Lexus LX700h is an accomplished luxo-SUV that provides both hardcore off-road ability as well as carpark cred when you rock up at your exclusive private golf club. 2025 Lexus LX700h: Quick drive Credit: CarExpert
The new hybrid flagship mightn't have the on-road finesse you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from a Mercedes G-Wagen.
However, the question we're left asking is whether the LX700h's added cost and complexity vis-à-vis the cheaper LX600 are justified – though we don't know just how much it will cost in Australia, yet.
The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits, but apart from that the non-hybrid LX600 can do everything the LX700h can.
However, if you simply must have the most expensive and powerful Lexus SUV on the planet, then the LX700h may hold some appeal for you. 2025 Lexus LX700h: Quick drive Credit: CarExpert
Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers here
MORE: Everything Lexus LX The most luxurious way to go bush
Genuinely capable across harsh terrain
Hybrid powertrain delivers ample grunt Who will actually take this off-road?
Can't hide its truck underpinnings
Grille is a bit much for the eye

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


Perth Now
37 minutes ago
- Perth Now
2025 Chery Tiggo 7 Super Hybrid price and specs
The Chery Tiggo 7 Super Hybrid has arrived in Australia, bringing a new plug-in hybrid (PHEV) powertrain, more refined aesthetics, and a comprehensive standard equipment list to one of the Chinese brand's two mid-size SUVs. Supplied Credit: CarExpert The Super Hybrid system pairs a 1.5-litre turbocharged petrol engine with a single-speed Dedicated Hybrid Transmission, sending power to the front wheels only. This is fed by an 18.3kWh lithium iron phosphate battery pack. The result is a claimed fuel economy of just 1.4L/100km, and a claimed electric driving range of 93km on the more lenient NEDC testing regime. This powertrain has launched in Australia simultaneously in both the Tiggo 7 Super Hybrid and seven-seat Tiggo 8 Super Hybrid. The system is known as Chery Super Hybrid (CSH), as seen on the Tiggo 8 Super Hybrid and the upcoming Tiggo 9 Super Hybrid. This name differs from the SHS name used for Chery-owned Jaecoo Super Hybrids. For context, the powertrain available in the standard Tiggo 7 Pro comprises a 1.6-litre turbocharged four-cylinder petrol engine, which sends its power to the front wheels through a seven-speed dual-clutch automatic transmission. Supplied Credit: CarExpert The Super Hybrid adds exactly $10,000 to the price of the standard petrol Tiggo 7 Pro, which means the range starts at $39,990 drive-away for the base Urban, and extends to $43,990 drive-away for the top-spec Ultimate. Inside, the Tiggo 7 Super Hybrid is fitted with dual 12.3-inch displays, synthetic leather upholstery, and wireless smartphone mirroring, while the Ultimate adds seat heating and ventilation and a panoramic sunroof. Its exterior features tweaked styling front and rear, with revised LED headlights and the 'next evolution' of Chery's diamond grille design. The brand says this will feature on petrol-powered Tiggo 7 models in the near future. Our launch review of the Chery Tiggo 7 Super Hybrid is now live, and you can read it here. Both variants are exactly $10,000 more expensive than their petrol Tiggo 7 Pro counterparts, while also being $6000 cheaper than the comparable Tiggo 8 Super Hybrids. Supplied Credit: CarExpert Supplied Credit: CarExpert Like the broader Chery Australia range, the Tiggo 7 Super Hybrid is backed by a seven-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first. Supplied Credit: CarExpert Chery's individual service pricing is detailed below. For context, a non-hybrid, front-wheel drive Tiggo 7 Pro will cost $2151.93 to service over seven years, while the Tiggo 8 Super Hybrid costs the same as its powertrain-sharing sibling at $3174.15. While the petrol Tiggo 7 Pro boasts a five-star ANCAP safety rating, it's not yet clear whether this rating has been carried over to the Super Hybrids. Supplied Credit: CarExpert Standard safety equipment includes: 8 airbags, including: Adaptive cruise control Autonomous emergency braking (AEB) Blind-spot monitor Driver monitoring system Lane-change assist Lane-keep assist Rear cross-traffic alert Rear parking sensors Reversing camera Safe exit assist Traffic jam assist Tyre pressure monitor Tiggo 7 Super Hybrid Ultimate adds: Front parking sensors Surround-view camera Like the petrol model, the Tiggo 7 Super Hybrid range includes two variants, but standard equipment differs between each powertrain. Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert 2025 Chery Tiggo 7 Super Hybrid Urban equipment highlights: 18-inch dark matte alloy wheels Tyre repair kit Automatic LED projector headlights LED tail-lights Rear fog light Rain-sensing wipers Heated side mirrors Synthetic leather upholstery Leather-wrapped steering wheel 6-way powered driver's seat 12.3-inch digital instrument cluster 12.3-inch touchscreen infotainment system Wireless Apple CarPlay and Android Auto DAB+ digital radio Intelligent voice command 1 x front USB-A port 1 x front USB-C port 1 x rear USB-A port 6-speaker sound system Dual-zone climate control Tiggo 7 Super Hybrid Ultimate adds: 18-inch machined alloy wheels Puddle lights Power-folding side mirrors Panoramic sunroof Auto-dimming rear-view mirror Driver's seat memory function 4-way powered front passenger seat Heated and ventilated front seats Wireless phone charger 8-speaker Sony sound system Interior ambient lighting Five exterior paint colours are available for the Tiggo 7 Super Hybrid at launch, and all but one come at extra cost. While the price isn't listed on Chery Australia's website, industry guide RedBook lists prices of $600. Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert 2025 Chery Tiggo 7 Super Hybrid colours: Mercurial Grey Space Black: $600 Lunar White: $600 Star Silver: $600 Turquoise Blue: $600 MORE: Explore the Chery Tiggo 7 showroom


The Advertiser
2 hours ago
- The Advertiser
Second Corvette EV concept debuts with California styling
The second of three electric Chevrolet Corvette concepts has surfaced, although GM is very keen to point out that this car in no way previews a Corvette EV. While the first electric Corvette concept, which debuted in April, came from the company's design team in the UK, the latest hails from GM's Advanced Design studios in Pasadena, on the outskirts of Los Angeles. Although there are no details about where the concept's motors are located, the California Corvette concept, as it's known, sticks to the mid-engine supercar design template. CarExpert can save you thousands on a new car. Click here to get a great deal. Compared to the current mid-engine 'C8' Corvette, the California Corvette pushes the styling boundaries a little further. The base of the windscreen, for example, sits above the front the axle line. The front-hinged canopy is said to make ingress and egress easier, and can also be taken off to transform the concept into an open-air track car. Despite the concept being nearly 2.2m wide, the cabin is snug. Inspired by the bisected design of the C8's interior, the California has barely any buttons with most of the controls located in the touchscreen in the steering wheel hub. The car's body is designed around an "assumed" T-shaped primastic battery pack that's said to allow for a lower seating position, and better airflow around and through the vehicle. Other aero pieces include an active spoiler and air brake. The concept rides on 21-inch wheels up front, and 22-inch rims at the rear. At just 1051mm tall and 2183mm wide, the California concept is considerably wider than the standard eighth-generation Corvette Stingray, which is 1234mm tall and 1933mm wide. In length (4669mm) and wheelbase (2767mm), the concept car is about 40mm longer than the Stingray. According to Chevrolet there is "no production intent behind this design study". Recent rumblings from GM indicate an all-electric Corvette is off the table in the immediate future. Tony Roma, lead engineer for GM Performance, told Autocar at the launch of the Corvette ZR1X, an electric Corvette couldn't be just about performance numbers, and would have to be "engaging" and centred around the "art of driving". "We're not going to do an electric version of this car just to do it. That would defeat the entire purpose," he continued. MORE: Everything Chevrolet Corvette Content originally sourced from: The second of three electric Chevrolet Corvette concepts has surfaced, although GM is very keen to point out that this car in no way previews a Corvette EV. While the first electric Corvette concept, which debuted in April, came from the company's design team in the UK, the latest hails from GM's Advanced Design studios in Pasadena, on the outskirts of Los Angeles. Although there are no details about where the concept's motors are located, the California Corvette concept, as it's known, sticks to the mid-engine supercar design template. CarExpert can save you thousands on a new car. Click here to get a great deal. Compared to the current mid-engine 'C8' Corvette, the California Corvette pushes the styling boundaries a little further. The base of the windscreen, for example, sits above the front the axle line. The front-hinged canopy is said to make ingress and egress easier, and can also be taken off to transform the concept into an open-air track car. Despite the concept being nearly 2.2m wide, the cabin is snug. Inspired by the bisected design of the C8's interior, the California has barely any buttons with most of the controls located in the touchscreen in the steering wheel hub. The car's body is designed around an "assumed" T-shaped primastic battery pack that's said to allow for a lower seating position, and better airflow around and through the vehicle. Other aero pieces include an active spoiler and air brake. The concept rides on 21-inch wheels up front, and 22-inch rims at the rear. At just 1051mm tall and 2183mm wide, the California concept is considerably wider than the standard eighth-generation Corvette Stingray, which is 1234mm tall and 1933mm wide. In length (4669mm) and wheelbase (2767mm), the concept car is about 40mm longer than the Stingray. According to Chevrolet there is "no production intent behind this design study". Recent rumblings from GM indicate an all-electric Corvette is off the table in the immediate future. Tony Roma, lead engineer for GM Performance, told Autocar at the launch of the Corvette ZR1X, an electric Corvette couldn't be just about performance numbers, and would have to be "engaging" and centred around the "art of driving". "We're not going to do an electric version of this car just to do it. That would defeat the entire purpose," he continued. MORE: Everything Chevrolet Corvette Content originally sourced from: The second of three electric Chevrolet Corvette concepts has surfaced, although GM is very keen to point out that this car in no way previews a Corvette EV. While the first electric Corvette concept, which debuted in April, came from the company's design team in the UK, the latest hails from GM's Advanced Design studios in Pasadena, on the outskirts of Los Angeles. Although there are no details about where the concept's motors are located, the California Corvette concept, as it's known, sticks to the mid-engine supercar design template. CarExpert can save you thousands on a new car. Click here to get a great deal. Compared to the current mid-engine 'C8' Corvette, the California Corvette pushes the styling boundaries a little further. The base of the windscreen, for example, sits above the front the axle line. The front-hinged canopy is said to make ingress and egress easier, and can also be taken off to transform the concept into an open-air track car. Despite the concept being nearly 2.2m wide, the cabin is snug. Inspired by the bisected design of the C8's interior, the California has barely any buttons with most of the controls located in the touchscreen in the steering wheel hub. The car's body is designed around an "assumed" T-shaped primastic battery pack that's said to allow for a lower seating position, and better airflow around and through the vehicle. Other aero pieces include an active spoiler and air brake. The concept rides on 21-inch wheels up front, and 22-inch rims at the rear. At just 1051mm tall and 2183mm wide, the California concept is considerably wider than the standard eighth-generation Corvette Stingray, which is 1234mm tall and 1933mm wide. In length (4669mm) and wheelbase (2767mm), the concept car is about 40mm longer than the Stingray. According to Chevrolet there is "no production intent behind this design study". Recent rumblings from GM indicate an all-electric Corvette is off the table in the immediate future. Tony Roma, lead engineer for GM Performance, told Autocar at the launch of the Corvette ZR1X, an electric Corvette couldn't be just about performance numbers, and would have to be "engaging" and centred around the "art of driving". "We're not going to do an electric version of this car just to do it. That would defeat the entire purpose," he continued. MORE: Everything Chevrolet Corvette Content originally sourced from: The second of three electric Chevrolet Corvette concepts has surfaced, although GM is very keen to point out that this car in no way previews a Corvette EV. While the first electric Corvette concept, which debuted in April, came from the company's design team in the UK, the latest hails from GM's Advanced Design studios in Pasadena, on the outskirts of Los Angeles. Although there are no details about where the concept's motors are located, the California Corvette concept, as it's known, sticks to the mid-engine supercar design template. CarExpert can save you thousands on a new car. Click here to get a great deal. Compared to the current mid-engine 'C8' Corvette, the California Corvette pushes the styling boundaries a little further. The base of the windscreen, for example, sits above the front the axle line. The front-hinged canopy is said to make ingress and egress easier, and can also be taken off to transform the concept into an open-air track car. Despite the concept being nearly 2.2m wide, the cabin is snug. Inspired by the bisected design of the C8's interior, the California has barely any buttons with most of the controls located in the touchscreen in the steering wheel hub. The car's body is designed around an "assumed" T-shaped primastic battery pack that's said to allow for a lower seating position, and better airflow around and through the vehicle. Other aero pieces include an active spoiler and air brake. The concept rides on 21-inch wheels up front, and 22-inch rims at the rear. At just 1051mm tall and 2183mm wide, the California concept is considerably wider than the standard eighth-generation Corvette Stingray, which is 1234mm tall and 1933mm wide. In length (4669mm) and wheelbase (2767mm), the concept car is about 40mm longer than the Stingray. According to Chevrolet there is "no production intent behind this design study". Recent rumblings from GM indicate an all-electric Corvette is off the table in the immediate future. Tony Roma, lead engineer for GM Performance, told Autocar at the launch of the Corvette ZR1X, an electric Corvette couldn't be just about performance numbers, and would have to be "engaging" and centred around the "art of driving". "We're not going to do an electric version of this car just to do it. That would defeat the entire purpose," he continued. MORE: Everything Chevrolet Corvette Content originally sourced from:


7NEWS
4 hours ago
- 7NEWS
Second Corvette EV concept debuts with California styling
The second of three electric Chevrolet Corvette concepts has surfaced, although GM is very keen to point out that this car in no way previews a Corvette EV. While the first electric Corvette concept, which debuted in April, came from the company's design team in the UK, the latest hails from GM's Advanced Design studios in Pasadena, on the outskirts of Los Angeles. Although there are no details about where the concept's motors are located, the California Corvette concept, as it's known, sticks to the mid-engine supercar design template. CarExpert can save you thousands on a new car. Click here to get a great deal. Compared to the current mid-engine 'C8' Corvette, the California Corvette pushes the styling boundaries a little further. The base of the windscreen, for example, sits above the front the axle line. The front-hinged canopy is said to make ingress and egress easier, and can also be taken off to transform the concept into an open-air track car. Despite the concept being nearly 2.2m wide, the cabin is snug. Inspired by the bisected design of the C8's interior, the California has barely any buttons with most of the controls located in the touchscreen in the steering wheel hub. The car's body is designed around an 'assumed' T-shaped primastic battery pack that's said to allow for a lower seating position, and better airflow around and through the vehicle. Other aero pieces include an active spoiler and air brake. The concept rides on 21-inch wheels up front, and 22-inch rims at the rear. At just 1051mm tall and 2183mm wide, the California concept is considerably wider than the standard eighth-generation Corvette Stingray, which is 1234mm tall and 1933mm wide. In length (4669mm) and wheelbase (2767mm), the concept car is about 40mm longer than the Stingray. According to Chevrolet there is 'no production intent behind this design study'. Recent rumblings from GM indicate an all-electric Corvette is off the table in the immediate future. Tony Roma, lead engineer for GM Performance, told Autocar at the launch of the Corvette ZR1X, an electric Corvette couldn't be just about performance numbers, and would have to be 'engaging' and centred around the 'art of driving'. 'We're not going to do an electric version of this car just to do it. That would defeat the entire purpose,' he continued.