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
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14 hours ago
- The Advertiser
How Honda's hybrid can save you time and money
SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from:
The Advertiser
14 hours ago
- The Advertiser
Why Chery Australia is bringing its Toyota Kluger rival with only PHEV power
Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from: Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from: Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from: Chery Australia has just launched Super Hybrid plug-in hybrid (PHEV) variants of its previously petrol-only Tiggo 7 and Tiggo 8 SUVs, and now the next model in the lineup is set to go without petrol options altogether. The Chery Tiggo 9 Super Hybrid is due in Australia in the third quarter (July to September) of 2025, and it has now been confirmed that it will only be available in this PHEV guise – a turbocharged 2.0-litre petrol powertrain, available overseas, won't be offered here at launch. Speaking at the local launch for the Tiggo 7 and Tiggo 8 Super Hybrids, Chery Australia chief operating officer Lucas Harris confirmed to CarExpert that the brand will "only introduce the Super Hybrid variant of Tiggo 9" and outlined several reasons why. "Frankly, I think it's a better car. We, as a global business, are much more focused on moving towards new energy, which is obviously Super Hybrid and BEV (battery-electric vehicle)," he said. CarExpert can save you thousands on a new car. Click here to get a great deal. "The Super Hybrid Tiggo 9 performance is exceptional, I think we'll be able to price it – like our other products – very competitively, and to be able to deliver great value. "I'm just not sure that in our lineup, if you look at all the way from Tiggo 4 right through to Tiggo 9, it doesn't make sense in that lineup to introduce an [internal combustion] Tiggo 9." Chery Australia hasn't confirmed performance, range or economy figures, but has confirmed the local Tiggo 9 Super Hybrid will use a turbo 1.5-litre engine mated with a three-speed Dedicated Hybrid Transmission, like the Tiggo 7 and Tiggo 8. For context, the petrol powertrain available overseas features a 2.0-litre four-cylinder turbocharged petrol engine, paired with an eight-speed Aisin automatic transmission, with drive sent to all four wheels. "If we were to introduce [the petrol] hypothetically, it probably would end up being priced very similarly to a Tiggo 8 plug-in hybrid, for example," Mr Harris told CarExpert. "In which case, it doesn't make much sense, and the driving experience in those Super Hybrids is just so much better than any ICE vehicle. I just don't think it would add any depth to the product range by offering too many models." Pricing for the Tiggo 9 has yet to be confirmed, though the smaller Tiggo 8 Super Hybrid is priced from $45,990 to $49,990 drive-away. The Tiggo 9 Super Hybrid is therefore expected to be more expensive, likely around $55,000, although it could still significantly undercut rivals such as the Mazda CX-80 P50e (priced from $76,245 before on-roads) and the Kia Sorento PHEV (from $84,660 before on-roads). MORE: Chery taking on Kia Sorento, Mazda CX-80 with new plug-in hybrid large SUV MORE: Everything Chery Content originally sourced from:
7NEWS
18 hours ago
- 7NEWS
2025 MG 5 price and specs
The MG 5 has received a range of safety upgrades for model year 2025 (MY25), but the small sedan is now offered exclusively in top-spec Essence trim. Technically, MG is still advertising the MY24 MG 5 on its website, indicating there's still stock of the pre-update model. However, while the MY24 MG 5 lineup opened with a base Vibe powered by a naturally aspirated 1.5-litre four-cylinder petrol engine, the MY25 MG 5 is offered exclusively in Essence trim with a turbocharged 1.5-litre four. This wears a nationwide price tag of $32,990 drive-away, while MG is advertising MY24 MG 5 Essences at between $30,940 and $31,777 depending on the state/territory. The MY24 Vibe is priced between $26,900 and $27,609 drive-away. CarExpert can save you thousands on a new MG 5. Click here to get a great deal. Safety upgrades made for MY25 include the fitment of front and rear outboard seatbelt pre-tensioners, seatbelt reminders for all seats, and whiplash-resistant front and rear seats. The autonomous emergency braking (AEB) system now includes pedestrian, cyclist and motorcycle detection, while adaptive cruise control, lane-keep assist and emergency lane-keep assist are newly fitted. There's also MG's Intelligent Cruise Assist, which combines adaptive cruise and lane-keep functions. The safety upgrades were sufficient to net the updated MG 5 a three-star ANCAP rating, up from its previous zero-star result. Visually and mechanically, there are no changes to the MG 5 for MY25. A facelifted model has been launched in China, but has yet to be confirmed for Australia. Pricing Drivetrains and Efficiency The naturally aspirated 1.5-litre four-cylinder engine has been axed. Despite having significantly less power and torque (84kW and 150Nm), it had a higher claimed fuel consumption (6.6L/100km). Dimensions The MG 5 is offered in a single four-door sedan body style. It rides on MacPherson strut front suspension, with a torsion beam at the rear. Servicing and Warranty The MG 5 is backed by a seven-year, unlimited-kilometre warranty. If you service your vehicle within the MG network, this is extended to 10 years or 250,000km. Servicing is required every 12 months or 10,000km. Safety After it received a zero-star safety rating from ANCAP in 2023, MG made safety upgrades to the MG 5. It was re-tested in 2025, and received a substantially better three-star rating. Standard safety equipment includes: Adaptive cruise control (NEW) Autonomous emergency braking Intelligent cruise Assist (NEW) Lane-keep assist (NEW) Emergency lane-keep assist (NEW) Surround-view camera Rear parking sensors Tyre pressure monitoring Front, front-side and curtain airbags In terms of active safety systems, the MG 5 still lacks blind-spot monitoring and any kind of driver monitoring system. There's also no reverse AEB or rear cross-traffic alert/assist system. Standard Equipment The MG 5 Essence comes standard with the following equipment: 17-inch alloy wheels in 215/50 R17 tyres Space-saver spare Automatic LED headlights Proximity entry with push-button start Single-pane sunroof Heated, power-folding exterior mirrors Electric parking brake 10-inch touchscreen infotainment system Apple CarPlay and Android Auto 6-speaker sound system 6-way power driver's seat with manual lumbar 4-way manually adjustable passenger seat Leatherette upholstery Leatherette-wrapped steering wheel Tilt-adjustable steering wheel Folding rear bench (single-piece backrest) Air-conditioning with rear air vents Colours Only a black interior is offered. Dover White and Royal Yellow are the standard exterior paint finishes, with Black Pearl, Misty Grey and Diamond Red metallic finishes costing an extra $700. Brixton Blue premium paint has been discontinued.
