2025 Lexus LX700h review: Quick drive
Lexus recently unveiled its updated 2025 LX range which – apart from gaining some new tech features – is also bolstered by the addition of a new hybrid variant known as the LX700h.
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.
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.
How much does the Lexus LX700h cost?
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).
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
What is the Lexus LX700h like on the inside?
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.
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.
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.
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
What's under the bonnet?
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.
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
How does the Lexus LX700h drive?
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
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.
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.
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.
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
What do you get?
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 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
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
Is the Lexus LX700h safe?
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.
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
How much does the Lexus LX700h cost to run?
While the LX700h isn't sold here as yet, the wider LX range is backed by a five-year, unlimited-kilometre warranty.
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
CarExpert's Take on the Lexus LX700h
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.
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.
Interested in buying a Lexus LX? Get in touch with one of CarExpert's trusted dealers here
MORE: Everything Lexus LX
Pros
The most luxurious way to go bush
Genuinely capable across harsh terrain
Hybrid powertrain delivers ample grunt
Cons
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7NEWS
28-05-2025
- 7NEWS
2025 Mercedes-Benz G580 with EQ Technology review
Toorak residents, rejoice! There's a new Mercedes-Benz G-Class, but you won't hear this one coming. 'G-Wagen first, EV later' is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? How much does the Mercedes-Benz G580 cost? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender, which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography, powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. What is the Mercedes-Benz G580 like on the inside? The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called 'Design Box' looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool What's under the bonnet? Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool How does the Mercedes-Benz G580 drive? In a couple of different ways, depending on where you take it. To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado. Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool What do you get? There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: 18-inch five-twin-spoke alloy wheels Unique bonnet, A-pillar trim, roof lip spoiler, rear wheel air curtains 'Virtual' differential locks G-Turn (allows 360-degree tank turns) G-Steering (aids low-speed manoeuvrability) Five drive modes Open-pore natural walnut interior trim Nappa leather-wrapped steering wheel Power-adjustable front seats with memory function Heated and cooled cupholders Wireless smartphone charger 12.3-inch digital instrument cluster 12.3-inch infotainment touchscreen Apple CarPlay and Android Auto Satellite navigation Burmester 3D surround-sound system G580 Edition One adds: 20-inch wheels Blue brake calipers Blue protective strip inserts Black door handles Running boards Unique rear door 'design box' Silver pearl and black Nappa leather upholstery with blue contrast stitching Carbon blue interior accents Illuminated stainless steel door sills Options The Night Package ($4300) adds: Aerodynamic wheels Black exterior trim Darkened exterior lights Black running boards On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: Dual 11.6-inch rear touchscreens Heated steering wheel Heated windscreen The Superior Line Interior Plus Package ($14,500) adds: Full Nappa leather upholstery with diamond design Active Multicontour Seat Package Plus Leather grab handles To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Is the Mercedes-Benz G580 safe? While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. Standard safety equipment includes: Autonomous emergency braking Lane-keep assist Blind-spot monitoring Adaptive cruise control Surround-view camera (with 'transparent bonnet') Traffic sign recognition To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool How much does the Mercedes-Benz G580 cost to run? All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool CarExpert's Take on the Mercedes-Benz G580 The G580 is an incredibly interesting vehicle. In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Mercedes-Benz G-Class Pros Ridiculous level of tech Impressive off-road capability Significantly cheaper than an AMG... Cons ...but still really expensive Limited real-world use for gymnastics
West Australian
28-05-2025
- West Australian
2025 Mercedes-Benz G580 with EQ Technology review
Toorak residents, rejoice! There's a new Mercedes-Benz G-Class , but you won't hear this one coming. 'G-Wagen first, EV later' is what Mercedes-Benz pitched for the G580. There's no arguing it looks like a G-Wagen on the outside, so that's a good start. It still boasts ladder-frame construction too, and it's arguably more capable off-road than the V8-powered G63s you'll see exploring Melbourne's most affluent suburbs, following in the footsteps of the oil-burning G400d. How, you might ask? Even though this isn't at all an AMG performance model, Mercedes-Benz has not cut any corners. Addressing the elephant in the room reveals that the G580 is, in fact, an electric vehicle (EV), but instead of a typical dual-motor all-wheel drive setup, you'll find four motors here – one for each wheel. That's a complete reimagining of the G-Class formula, and it seems as far-fetched as it should be for a car this niche. Better yet, Mercedes has taken full advantage of the capabilities that a quad-motor EV unlocks, even if this is 'just' a Benz. On-road it's similar to its V8 sibling, but off-road is where it has the edge. You get G-Steer, which when turning effectively locks the inside wheels to allow the car to navigate tight radii. Then there's G-Turn, which allows the G580 to rotate up to 720 degrees on the spot by spinning the left and right wheels in opposite directions. Mercedes says this is useful for turning around on a tight trail… but apart from a bit of fun that's about it. All of that, and the G580 produces more power and torque than the G63 while being more than $100,000 cheaper. But it's still far from cheap and it doesn't sound as good as the G63 with its hearty V8, and the artificial G-Roar may not be for everyone. We drove the G580 in Melbourne's southeast suburbs and around Healesville as part of the local launch for both it and the Mercedes-AMG E53 Hybrid sports sedan. There was no serious off-roading this time, but we had an early look at its capabilities at the Australian Grand Prix earlier this year. Does electric power improve or diminish the iconic G-Wagen breed? The G580 is priced from $249,900 before on-road costs, but Mercedes-Benz is also offering an Edition One version at launch for $299,900 before on-roads. As a ladder-frame electric SUV with all-terrain capability to match the legendary German off-road wagon on which it's based, the G580 currently has no real rivals. We know Range Rover is developing an EV and testing it in all sorts of harsh off-road conditions, but that's as close as competitors come and it's still at least a year away – if it comes to Australia at all. The question is therefore what kind of buyers will the G580 attract. Owners of the AMG G63 (priced at $368,400 before on-roads) will likely be reluctant to give up their V8s, so if you exclude the much cheaper Ineos Grenadier that leaves just a couple of off-road-leaning luxury SUVs with internal combustion. One is the Land Rover Defender , which is most comparable in 110 long-wheelbase five-door guise, albeit a touch larger. Options include either the P525 with its 5.0-litre supercharged V8 for $198,914 before on-roads, or the P635 Octa with its 4.4-litre twin-turbo V8 for $291,542 before on-roads. There's also the Range Rover Sport P530 Autobiography , powered by a 4.4-litre twin-turbo V8 and priced at $233,961 before on-roads. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 cabin presents as far more unique than a lot of other current Mercedes-Benzes, and that's a good thing. You still get dual 12.3-inch screens on the dashboard and the same steering wheel fitted across most of the catalogue, but the design here feels satisfyingly cohesive. A big part of that is the fact the G-Class interior has hardly changed in the past five years, which technically means it's a generation behind. You therefore get a setup that looks a lot more traditional and continues the design ethos and build quality Mercedes-Benz employed in the late 2010s. Some things have disappeared since the G400d first made its way here though, like the real wristwatch face once fitted below the central air vents. It's the product of simplifying this area while adding alternative storage options, but it's a shame that classy touches like that have fallen by the wayside. What isn't a shame is the fact the G-Class' physical climate interface has survived. It's visually smaller and more streamlined than it used to be, but we're glad it still works in largely the same way it always did. Mercedes-Benz still fits brushed aluminum trim around the circular air vents, and there's a strip of it running the length of the dash that ties everything together. The fact that you get a thoughtful design instead of an interior that's simply plastered with screens is refreshing. The screens that are here are nice to interact with, and big enough to be functional without being obnoxious. They occupy a shared panel, which has been recessed into the dashboard and fits with the rest of the car thanks to its square edges. On the left is the infotainment display, which offers a plethora of menus, appearances, and settings. It's graphically sharp while being responsive, and you get the benefit of both wired and wireless smartphone mirroring as standard. An interesting element is the touchpad on the centre console. This has been carried across from previous generations of G-Class and controls the infotainment screen, but it's still fiddly in practice – you'll find some glossy shortcut buttons here too, as well as the discreet drive mode switch. Even more customisation is available for the instrument cluster ahead of the steering wheel. Once again it looks the part, and everything here is controlled using the haptic touch 'buttons' on the steering wheel. As with many other modern Mercs, these haptic controls are fiddly. Swiping sideways to scroll through preset templates will often be mistaken for vertical movements, which makes it annoying to interact with. They're the same on both sides of the steering wheel too, with the right side taking instrument-related controls and the left responsible for infotainment and audio. Worse still, they're finished in smudge-prone gloss black. Fortunately, it's one of the only places the material is found, but there's a little bit more on the door cards. It's not quite as utilitarian as it maybe should be for a car like the G580, and somewhat undermines its otherwise rugged feel. The same can be said for the carbon-fibre trim on the centre console and dashboard, albeit sparsely on the latter. But we like the large steering wheel, which is finished in high-quality leather and feels nice in the hands. It's backed up by comfortable seats, which offer powered adjustment for all sorts of movements. You get powered lumbar support as standard, and you can also adjust the side bolstering to change how much you're squeezed. It's worth noting that the model on test here is the Edition One, which gets 'Silver Pearl' and black Nappa leather upholstery instead of the standard black. The differences between both versions of the G580 are primarily cosmetic, apart from the slight on-road difference you'll feel from the 20-inch alloys compared to the full-time variant's 19s. You'll also notice a sturdy grab handle in front of the passenger seat, which is finished in carbon-fibre. Mercedes has been generous with its storage solutions too, fitting a nicely sized centre box, two cupholders under the sliding cover, and a selection of USB-C ports in both. Moving to the back reveals a space that's more cramped than you might expect for such a big vehicle. Naturally there's plenty of headroom, but legroom will quickly be compromised behind taller front-row occupants. Given the size of the G-Class, this is disappointing. The seats themselves are relatively firm too, and you don't get nearly the same level of bolstering as you do up front – the middle seat is also compromised by a driveline tunnel. Fortunately there are some creature comforts like a dedicated climate control panel and two circular rear-facing air vents. You also get map pockets on the front seatbacks, as well as a couple of cupholders and bottle holders on the fold-down centre armrest and door cards respectively. There's also a unique pass-through once the armrest is down, providing a small window into the G580's boot. The boxy body of the G-Class means vertical boot space is exceptional, but the load floor doesn't quite extend as far forward as we'd like, and it also feels rather narrow. At least the load floor is flat from the boot opening, even if it is fairly high off the ground. You also get a couple of handy storage options like a net on the side wall and hooks in each corner of the floor. On the back of the tailgate is something that resembles a spare wheel, but it's actually a small case ideal for storing charging cables. This so-called 'Design Box' looks a bit like a backpack, and we can't help but feel it'd have been smarter to mount a real spare wheel on the back instead and simply put the cables inside. As a result, you're also limited to a tyre repair kit if your get a puncture, which is hardly ideal for off-roading. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool Not much, as to be expected. Deeper under the skin lies the G580's monstrous quad-motor powertrain, fed by an 116kWh battery and outputting up to 432kW of power and a staggering 1164Nm of torque. Gone is the hearty 4.0-litre twin-turbo V8 found in the G63, though the G580 is only 0.3 seconds slower when it comes to the claimed 0-100km/h sprint. For context, the G580 produces just two extra kiloWatts of power, but torque is up by a massive 314Nm. Of course, the reason the EV is slower than the V8 despite delivering acres more torque is weight. The three-tonne G580 exceeds the G63 by nearly 400kg. It is supposed to be more aerodynamic thanks to a few minor exterior tweaks, which help the boxy off-roader to a circa-500km driving range. We didn't get enough time in any one G580 to test its real-world energy consumption, but we saw a figure hovering around 22kWh/100km after light suburban and regional driving. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool In a couple of different ways, depending on where you take it. To get in you press the button on the handle to open the door, which you have to close behind you with considerable force because Mercedes-Benz continues the tradition of sturdy doors from G-Wagens of old. You then press the start/stop button as normal, which is followed by a sound that vaguely resembles an engine. This is the G580's G-Roar system, which produces a fake engine noise inside and outside the car. It's a little gaudy, but you can turn it off permanently by diving through the vehicle's settings. It's a strange sensation to hear something rumbling away at the front of the car, especially when you're standing next to it. Flick the stalk-mounted gear selector into Drive and you're ready to go. You'll immediately notice how quiet the G580 is from a standstill, more so with G-Roar deactivated. Aggressively accelerating will give you a proper push in the back, and it's wild to consider this big EV loses just 0.3 seconds in the 0-100km/h sprint compared to the rapid G63. The suspension setup doesn't quite feel like it's perfectly set up for a G-Class this heavy though, with a fair bit of bobbling over bumps at speed. Road noise is acceptable, but not whisper-quiet either. It doesn't squat in the same way the G63 does under hard acceleration, hinting at a firmer suspension tune. This is noticeable on the move, and combined with the G580's ladder-frame construction the ride can be fairly bouncy. The plush seats make up for that somewhat, and fortunately the G580 stops short of being uncomfortable. It's just a little less settled than we'd want for a near-3100kg wagon, though it can still turn at speed with some confidence thanks to solid steering feel. Helping to keep that weight in check are strong brakes, which are supported by an adjustable regenerative braking system that can be controlled using steering wheel paddles. Even in the highest recuperation setting the G580 falls short of true one-pedal driving, but we don't feel this is a dealbreaker. These paddles are used for several other functions too, primarily off-road oriented ones that we'll get into soon. What's obvious is that the G580 is filled to the brim with tech, which is remarkable given how much cheaper it is than its AMG equivalent. Mercedes has also implemented clever ways to save energy, like the pseudo-2H setting that makes the G580 rear-drive only when on the road. The German brand says the quad-motor drivetrain can actually run in one-wheel drive mode too, even if there isn't a practical use for this. That tech fest extends to the driver assist systems, which create a comprehensive suite of safety gear. We found the adaptive cruise control function worked reliably, though the car was often reluctant to apply enough steering lock around tighter turns. Everything else is well-calibrated and reliable, which is especially useful once you leave the tarmac. Off-road is where Mercedes has really honed the G580's abilities. You get a decent level of ground clearance to start with, as well as several off-road-specific drive modes that adapt the car to specific scenarios. Though there is a battery pack underneath the car, Mercedes says it has fitted an ultra-strong underbody protection plate to shield it, and claims that only six people know exactly what it's made of. What is known is that it's 26mm thick, which is apparently more than enough to deal with standard rock hits. The G580 also boasts a generous wading depth of 850mm, as well as similarly adventurous approach, departure, and breakover angles. To put it into perspective, there's more ground clearance, deeper water fording capability and a greater departure angle than the Toyota Prado . Granted, it's nearly triple the price of the most expensive Prado, but the Toyota is traditionally Australia's most popular large SUV and the off-road yardstick against which others are measured. Of course, many G580 drivers might find these stats especially useful when mounting inner-city curbs or accessing private underground carparks, but the battery-powered G-Wagen also offers some real party tricks. One of them is G-Steer, which when engaged allows the car to pivot left or right in an impressively tight turning circle. This is done by effectively locking the inside wheels to break traction, while sending additional power to the outside wheels to propel the G580 around a turn. This function could have a real purpose out on the trails, where it may save drivers from having to navigate multi-point turns on tricky terrain. But the real showstopper is G-Turn, which allows the G580 to spin on the spot like you see on TikTok. It's quite a clever system and operates by spinning the left and right wheels in opposite directions, taking full advantage of the quad-motor layout. You enable G-Turn by first shifting to Park, selecting low-range and then pressing the G-Turn button, both of which are on the centre of the dashboard. The G-Steer button is also found here, designated as the 'Offroad Cockpit'. You then keep your foot on the brake, shift to Drive, hold either steering wheel paddle depending on which way you want to spin, and mash the accelerator. It's a bizarre sensation in a vehicle like this, and incredibly pointless for almost anything other than showboating. And there are several limitations. One is that you can't control how fast the G580 spins, so as a result it's difficult to be precise when stopping the spin, which is done by applying steering input, lifting off the throttle, or braking. Another is that you have to be on completely flat ground to execute the spin. While that's understandable, it's also a serious shortcoming given the system's official use, which is to turn the vehicle around in its own length if it can't proceed on a tight track for whatever reason. It seems unlikely you'll get stuck on level ground out on the trails. There's also the concern about the space around the vehicle and the general anxiety you feel when spinning a $250,000 Mercedes-Benz around between trees, not to mention the fact you'll eat through tyres if you do it often. G-Turn and G-Steer are clever capabilities, but for most owners after a while will likely become little more than novelties. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool There's one distinct version of the G580 available in Australia, and the limited-run Edition One adds a few extra cosmetic goodies. 2025 Mercedes-Benz G580 with EQ Technology equipment highlights: G580 Edition One adds: The Night Package ($4300) adds: On top of this, a black-panel grille with illumination can be ordered for an additional $3800. The Interior Comfort Package ($8500) adds: The Superior Line Interior Plus Package ($14,500) adds: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool While the G-Class was awarded a five-star rating from ANCAP in 2019, this only applies to the G63 and the G400d, the latter of which is no longer sold in showrooms. Standard safety equipment includes: To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool All Mercedes-Benz models sold in Australia are backed by a five-year, unlimited-kilometre warranty, while the high-voltage battery in the G580 and most of its EV siblings is covered for eight years or 160,000km, whichever comes first. For context, the AMG G63 has the same service intervals, though its service plans are considerably more expensive. Three years of servicing for the V8 will cost you $4380, rising to $6900 for four, and $8635 for five. To see how the Mercedes-Benz G580 stacks up against its rivals, use our comparison tool The G580 is an incredibly interesting vehicle. In an era of big, fast and ever-crazier SUVs, the G580 builds on the well-established G-Class formula and gives it a new dimension, while still adhering closely to both these themes. The G-Class was always large, but the electric powertrain has no pushed it beyond three tonnes. Yet the G580 is nearly as quick as the G63 thanks to its unique and monstrous quad-motor powertrain, which also gives it those wild G-Turn and G-Steer capabilities. But the fact is it's still a $250,000 Mercedes-Benz, and even if it's pitched as an off-road-ready EV, it's still difficult to see many owners exploiting its full potential. It's also really disappointing that you don't get a spare wheel with the G580 as standard. The G580's price is at least a lot more palatable than that of the G63, and the lack of a rowdy V8 will make it more socially acceptable in public, if that's a concern for you. But you wouldn't buy a G-Class for its ability to blend in, and the G580 still has the chops to be as in-your-face as any of its predecessors have been. G-Roar is one thing, and the ability to pirouette is nothing if not a fun party trick. The level of customisation is mind-boggling too, with countless exterior finishes and interior colourways to truly make the G580 yours. Yet because it's no less boxy, the average onlooker probably isn't going to notice this is a different kind of G-Wagen at first glance. The optional black EV grille changes this with a more raccoon-like face, but it's still a fairly classy look. Mercedes-Benz has therefore done a good job with the G580, and its conviction to take such a wild EV from conception to reality should be applauded. After all, building distinctive EVs may encourage other brands to take a few more creative liberties themselves, as is now happening in China. Beyond all that, the G580 is also an exciting window to what the G-Class may bring in future. Interested in buying a Mercedes-Benz G-Class? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Mercedes-Benz G-Class
The Advertiser
27-05-2025
- The Advertiser
Toyota to merge electric and petrol model lines
Instead of having separate internal combustion engine (ICE) and battery-electric (EV) models, Toyota and Lexus will shift to offering hybrid, plug-in hybrid, and electric powertrain options for a wider range of vehicles. Right now Toyota has a bunch of overlapping ICE and EV models, each around the same size, but featuring unique bodies and interiors to match their drivetrain type. For example, the all-electric bZ4X and the hybrid and plug-in hybrid RAV4 mid-size SUVs are between 4.6 and 4.7 metres in length. There's also significant overlap between the C-HR+ and Corolla Cross small SUVs, and the Lexus RZ mid-size electric SUV and the RX large SUV. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Andrea Carlucci, head of marketing and planning for Toyota Europe, admitted to Autoblog the current strategy "causes a complexity challenge". Not only do the extra models cause confusion in showrooms, but it also makes it harder for the automaker to adapt to fluctuating demand for ICE and EV drivetrains. "We should simplify the number of silhouettes, with multiple powertrains. We are trying to navigate our way through it. We need to find a platform that's good for PHEV and HEV and EV," Ms Carlucci continued. The template for this change was laid out with the eighth-generation Lexus ES medium sedan, which Ms Carlucci describes as "the right balance for a multi-energy car". Unveiled at the Shanghai motor show last month, the new ES will be offered in Australia, the US, China, Europe and other markets with the choice of petrol and all-electric drivetrains. The two hybrids on offer are the entry-level 148kW ES300h, which has a 2.0-litre hybrid system, and the 182kW ES350h with a 2.5-litre hybrid drivetrain. The EV range starts with the 165kW ES350e, and is crowned by 252kW all-wheel drive ES500e. The new ES is based on an updated version of Toyota's TNGA-K platform, which underpins cars like the RAV4, Camry, and Kluger, as well as the Lexus NX, RX and LM. It's unclear which models from the Toyota and Lexus families will benefit from the new approach, but Ms Carlucci was happy to point out the GR family and the LandCruiser won't go down this route. "I don't think simplification for its own sake is good," Ms Carlucci said. "We won't simplify away the GR models. GR isn't just profit, it's intangible value to Toyota. And we won't stop the LandCruiser." MORE: Everything Toyota Content originally sourced from: Instead of having separate internal combustion engine (ICE) and battery-electric (EV) models, Toyota and Lexus will shift to offering hybrid, plug-in hybrid, and electric powertrain options for a wider range of vehicles. Right now Toyota has a bunch of overlapping ICE and EV models, each around the same size, but featuring unique bodies and interiors to match their drivetrain type. For example, the all-electric bZ4X and the hybrid and plug-in hybrid RAV4 mid-size SUVs are between 4.6 and 4.7 metres in length. There's also significant overlap between the C-HR+ and Corolla Cross small SUVs, and the Lexus RZ mid-size electric SUV and the RX large SUV. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Andrea Carlucci, head of marketing and planning for Toyota Europe, admitted to Autoblog the current strategy "causes a complexity challenge". Not only do the extra models cause confusion in showrooms, but it also makes it harder for the automaker to adapt to fluctuating demand for ICE and EV drivetrains. "We should simplify the number of silhouettes, with multiple powertrains. We are trying to navigate our way through it. We need to find a platform that's good for PHEV and HEV and EV," Ms Carlucci continued. The template for this change was laid out with the eighth-generation Lexus ES medium sedan, which Ms Carlucci describes as "the right balance for a multi-energy car". Unveiled at the Shanghai motor show last month, the new ES will be offered in Australia, the US, China, Europe and other markets with the choice of petrol and all-electric drivetrains. The two hybrids on offer are the entry-level 148kW ES300h, which has a 2.0-litre hybrid system, and the 182kW ES350h with a 2.5-litre hybrid drivetrain. The EV range starts with the 165kW ES350e, and is crowned by 252kW all-wheel drive ES500e. The new ES is based on an updated version of Toyota's TNGA-K platform, which underpins cars like the RAV4, Camry, and Kluger, as well as the Lexus NX, RX and LM. It's unclear which models from the Toyota and Lexus families will benefit from the new approach, but Ms Carlucci was happy to point out the GR family and the LandCruiser won't go down this route. "I don't think simplification for its own sake is good," Ms Carlucci said. "We won't simplify away the GR models. GR isn't just profit, it's intangible value to Toyota. And we won't stop the LandCruiser." MORE: Everything Toyota Content originally sourced from: Instead of having separate internal combustion engine (ICE) and battery-electric (EV) models, Toyota and Lexus will shift to offering hybrid, plug-in hybrid, and electric powertrain options for a wider range of vehicles. Right now Toyota has a bunch of overlapping ICE and EV models, each around the same size, but featuring unique bodies and interiors to match their drivetrain type. For example, the all-electric bZ4X and the hybrid and plug-in hybrid RAV4 mid-size SUVs are between 4.6 and 4.7 metres in length. There's also significant overlap between the C-HR+ and Corolla Cross small SUVs, and the Lexus RZ mid-size electric SUV and the RX large SUV. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Andrea Carlucci, head of marketing and planning for Toyota Europe, admitted to Autoblog the current strategy "causes a complexity challenge". Not only do the extra models cause confusion in showrooms, but it also makes it harder for the automaker to adapt to fluctuating demand for ICE and EV drivetrains. "We should simplify the number of silhouettes, with multiple powertrains. We are trying to navigate our way through it. We need to find a platform that's good for PHEV and HEV and EV," Ms Carlucci continued. The template for this change was laid out with the eighth-generation Lexus ES medium sedan, which Ms Carlucci describes as "the right balance for a multi-energy car". Unveiled at the Shanghai motor show last month, the new ES will be offered in Australia, the US, China, Europe and other markets with the choice of petrol and all-electric drivetrains. The two hybrids on offer are the entry-level 148kW ES300h, which has a 2.0-litre hybrid system, and the 182kW ES350h with a 2.5-litre hybrid drivetrain. The EV range starts with the 165kW ES350e, and is crowned by 252kW all-wheel drive ES500e. The new ES is based on an updated version of Toyota's TNGA-K platform, which underpins cars like the RAV4, Camry, and Kluger, as well as the Lexus NX, RX and LM. It's unclear which models from the Toyota and Lexus families will benefit from the new approach, but Ms Carlucci was happy to point out the GR family and the LandCruiser won't go down this route. "I don't think simplification for its own sake is good," Ms Carlucci said. "We won't simplify away the GR models. GR isn't just profit, it's intangible value to Toyota. And we won't stop the LandCruiser." MORE: Everything Toyota Content originally sourced from: Instead of having separate internal combustion engine (ICE) and battery-electric (EV) models, Toyota and Lexus will shift to offering hybrid, plug-in hybrid, and electric powertrain options for a wider range of vehicles. Right now Toyota has a bunch of overlapping ICE and EV models, each around the same size, but featuring unique bodies and interiors to match their drivetrain type. For example, the all-electric bZ4X and the hybrid and plug-in hybrid RAV4 mid-size SUVs are between 4.6 and 4.7 metres in length. There's also significant overlap between the C-HR+ and Corolla Cross small SUVs, and the Lexus RZ mid-size electric SUV and the RX large SUV. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Andrea Carlucci, head of marketing and planning for Toyota Europe, admitted to Autoblog the current strategy "causes a complexity challenge". Not only do the extra models cause confusion in showrooms, but it also makes it harder for the automaker to adapt to fluctuating demand for ICE and EV drivetrains. "We should simplify the number of silhouettes, with multiple powertrains. We are trying to navigate our way through it. We need to find a platform that's good for PHEV and HEV and EV," Ms Carlucci continued. The template for this change was laid out with the eighth-generation Lexus ES medium sedan, which Ms Carlucci describes as "the right balance for a multi-energy car". Unveiled at the Shanghai motor show last month, the new ES will be offered in Australia, the US, China, Europe and other markets with the choice of petrol and all-electric drivetrains. The two hybrids on offer are the entry-level 148kW ES300h, which has a 2.0-litre hybrid system, and the 182kW ES350h with a 2.5-litre hybrid drivetrain. The EV range starts with the 165kW ES350e, and is crowned by 252kW all-wheel drive ES500e. The new ES is based on an updated version of Toyota's TNGA-K platform, which underpins cars like the RAV4, Camry, and Kluger, as well as the Lexus NX, RX and LM. It's unclear which models from the Toyota and Lexus families will benefit from the new approach, but Ms Carlucci was happy to point out the GR family and the LandCruiser won't go down this route. "I don't think simplification for its own sake is good," Ms Carlucci said. "We won't simplify away the GR models. GR isn't just profit, it's intangible value to Toyota. And we won't stop the LandCruiser." MORE: Everything Toyota Content originally sourced from:
