Latest news with #AppleCarPlay
Mint
24 minutes ago
- Automotive
- Mint
Nissan Magnite CNG: Here's 5 things to know about the alternative fuel SUV
Although presented as a budget-friendly option, the Magnite CNG does not skimp on a well-equipped interior. It includes an 8-inch touchscreen infotainment system with wireless Android Auto and Apple CarPlay, a 7-inch fully digital instrument cluster, push-button start/stop, USB Type-C ports, and automatic climate control. In terms of safety, it comes standard with six airbags, Vehicle Dynamic Control, Electronic Stability Control, Traction Control, Hill Start Assist, Tyre Pressure Monitoring System, ABS with EBD, Hydraulic Brake Assist, ISOFIX child seat anchors, and a high-speed alert system. Nissan has not yet disclosed official power and torque figures for the CNG version. However, similar to most CNG vehicles, it is anticipated to have slightly lower power than its petrol equivalent. The CNG Magnite is expected to achieve 24 km/kg in city driving and up to 30 km/kg on highways, making it an economical choice for everyday use. ₹ 6.14 - 11.76 Lakhs Offers Expiring soon ₹ 6.15 - 9.02 Lakhs Offers Expiring soon ₹ 7.54 - 13.06 Lakhs Offers Expiring soon ₹ 7.74 - 13.04 Lakhs Offers Expiring soon ₹ 7.3 - 10.17 Lakhs Offers Expiring soon ₹ 6.21 - 10.51 Lakhs Offers Expiring soon Motozen, a third-party supplier, designed, manufactured, and quality-assured the CNG kit in the Magnite. It features a 12 kg single-cylinder setup and is installed at government-authorised fitment centres. Motozen offers warranty coverage on the CNG kit components, and Nissan maintains its standard three-year or 1 lakh km warranty on the vehicle, even after retrofitment. Nissan is launching the Magnite CNG in phases. Initially, it will be available in seven states—Delhi-NCR, Haryana, Uttar Pradesh, Maharashtra, Gujarat, Kerala, and Karnataka—with plans to expand to more states in the next phase. The retrofit kit costs ₹ 75,000 and can be added to any variant of the 1.0-litre naturally aspirated petrol Magnite. As the base petrol version starts at ₹ 6.14 lakh, the CNG variant begins at ₹ 6.89 lakh, making it one of India's most affordable CNG-equipped SUVs, especially when compared to rivals with factory-fitted kits. In the Indian market, the Magnite CNG faces competition from models like the Maruti Suzuki Fronx CNG, Tata Punch iCNG , and Hyundai Exter CNG. All these rivals come equipped with factory-installed kits, while the Magnite distinguishes itself with its authorised dealer installation, which reduces initial purchase costs.
Miami Herald
an hour ago
- Automotive
- Miami Herald
Shopping for a 2025 Toyota Sequoia? Here's What Experts Say You Should Look at Instead
The 2025 Toyota Sequoia challenges full-size, three-row SUVs from GM, Ford, Jeep, and Nissan, offering similar size and width. Unlike its rivals, it's powered by a 3.5-liter twin-turbocharged V-6 gas/electric hybrid engine that sends 437 horsepower and 583 pound-feet of torque through a 10-speed automatic transmission to the rear wheels or all four. The EPA rates the Sequoia at a combined 22 mpg with rear-wheel drive or 20 mpg with all-wheel drive. Towing is rated at 9,520 pounds, while payload is rated at 1,410 to 1,730 pounds, depending on trim and driveline. The new Tow Tech Package, available on all grades, includes Trailer Backup Guide and a Straight Path Assist. A wireless trailer camera system is another new option, and its ground clearance is 8.6 inches. With a face and mechanicals borrowed from the full-size Toyota Tundra pickup, the Sequoia comes equipped with a solid-axle rear suspension that limits third-row room and results in less than 12 cubic feet of cargo space. Thankfully, passenger volume is better at 157 cubic feet. Top trims get standard massaging seats for 2025, enhancing their opulence in what is presumably a mainstream vehicle. A 14-inch infotainment touchscreen comes with standard wireless Apple CarPlay and Android Auto compatibility on all but the base SR5. Piloting the Sequoia reveals light steering that makes herding it into a lane a constant chore, yet the Hybrid's instant torque helps alleviate the V-6's turbo lag, and it sounds like a V8. There's definitely more than enough power to make quick work of any driving chore, but you might wonder if there are better options. It's hard to top the Chevrolet Tahoe when it comes to full-size, mainstream SUVs. For 2025, there's a new 11-inch digital instrument cluster and a 17.7-inch infotainment touchscreen with Apple CarPlay, Android Auto, a Wi-Fi hotspot, and a wireless smartphone charger. But one thing is unchanged: the Tahoe is far roomier than the Toyota, with 176 cubic feet of passenger space, including its surprisingly sizeable third row, along with an unstinting 26 cubic feet of cargo space. The payload ranges from 1,870 to 2,280 pounds and it sports 8 inches of ground clearance. There's a choice of a 355-horsepower 5.3-liter V8, a 420-horsepower 6.2-liter V8, and a 305-horsepower turbocharged 3.0-liter diesel. Opting for the larger V8 requires premium fuel, but the smaller V8 doesn't. The EPA rates the combined fuel economy of the Tahoe at 17 mpg with the small V8, 16 mpg with the large V8, and 24 mpg with the diesel. A 10-speed automatic transmission is standard with either rear- or all-wheel drive. Towing is rated at 8,400 pounds, which is lower than its rivals. GM's Magnetic Ride Control suspension is optional and delivers a comfortable ride without undue body motion. While no full-size SUV is truly nimble, this is an easy one to maneuver once accustomed to its size. There's more than sufficient power, too, making for a very satisfying full-size SUV. While nearly as large as the Chevrolet and more sizable than the Toyota, the 2025 Ford Expedition provides 172 cubic feet of passenger room and 22 cubic feet of cargo volume. Payload ranges from 1,575 pounds to 1,758 pounds. Its instrument panel features a massive 24-inch horizontal display that houses both the instrument cluster and the infotainment system, the latter of which is accessible through its 13.2-inch touchscreen mounted close to the driver on the center console. It integrates wireless Apple CarPlay and Android Auto, Google software, and a 4G Wi-Fi hotspot. Motivating the Ford Expedition is a twin-turbocharged 3.5-liter V6 and 10-speed automatic transmission with rear- or four-wheel drive that makes 400 horsepower. Not enough? You can choose a high-output 440-horsepower V6, as well. EPA fuel economy is rated at 19 mpg with rear-drive, and 18 mpg with four-wheel drive. Towing is rated up to 9,600 pounds, while ground clearance is 8.7 inches. This Ford feels far faster than its competition, although it's not as pleasing to drive as its leviathan Detroit rivals. It nearly matches the Jeep for towing, but lacks the engine choices of the Chevrolet or the indulgent detailing of the Jeep or Nissan. Still, its speed and handsome, conservative good looks may be all that matters. Four inches wider than the Ford yet just as long, the Nissan Armada is based on the Nissan Patrol, a similar model sold in the rest of the world. Its handsome, square-jawed exterior design encapsulates a cabin with 162 cubic feet of passenger space and 20 cubic feet of cargo volume. That trails its Detroit competitors, but still tops the Toyota. However, its payload capacity is competitive, ranging from 1,444 to 1,846 pounds, and it offers 9.6 to 11.6 cubic feet of ground clearance, depending on the trim level. The Armada comes with dual 12.3-inch screens for the driver and infotainment systems, although they're two inches larger on upper trims. Wireless Apple CarPlay, Android Auto, and wireless charging come standard on all but the base models. Last year's V-8 has been replaced by a 3.5-liter twin-turbocharged V6 that generates 425 horsepower and 516 pound-feet of torque, 25 horsepower and 103 pound-feet more than last year's V8. The EPA rates the Armada at 16-18 mpg, depending on the trim, on premium unleaded fuel. A nine-speed automatic transmission comes with rear-wheel or all-wheel drive, and towing is rated at 8,500 pounds. That's less than the Toyota or Ford, but comparable to the Chevrolet. A new off-road package features 20-inch all-terrain tires, a locking rear differential, skid plates, tow hooks, hill descent control, an electronic air suspension, and selectable drive modes. The suspension is tuned for off-road comfort, which brings out body lean while cornering. Steering is nicely weighted, and pricier models provide a luxury experience in mainstream couture. Of the SUVs here, none surpass the 2025 Jeep Wagoneer's size. At 215 inches long, its cabin provides a massive 179 cubic feet of passenger space and 26 cubic feet of cargo space. Yet somehow, it doesn't drive as large as it is. A 3.0-liter Hurricane twin-turbo inline six-cylinder powerplant and 8-speed automatic transmission come standard with a choice of three available 4×4 systems. Towing is rated at 10,000 pounds, depending on the axle ratio. EPA fuel economy is rated at 20 mpg with rear-wheel drive and 19 mpg with all-wheel drive using regular unleaded. A fully independent suspension is standard, something not true of others here. A Quadra-lift air suspension with semi-active damping and a solid or hollow stabilizer bar is optional. Ground clearance is 8.3 inches with the standard suspension and 10 inches with the air suspension. The Wagoneer returns a surprisingly refined experience with ideally weighted steering and a supple, comforting ride. It can be fitted with a blizzard of screens, including a 10.3-inch digital instrument cluster, a 10.1-inch infotainment touchscreen, and an optional 10.3-inch touchscreen for the front-seat passenger. As you'd expect, Apple CarPlay, Android Auto, SiriusXM, Amazon FireTV, Alexa, and a 4G Wi-Fi hotspot are standard. The Chevrolet is easily the best choice here, unless you need more muscle for towing. Then, we'd opt for the Jeep, which also offers the most spacious cabin. The biggest surprise is the Nissan, which is far more competitive than you'd expect, but its premium fuel requirement is cause for concern. The Ford proves less captivating, despite its muscle. The Toyota's hybrid driveline is impressive, and its towing capacity is strong, but its spaciousness is noticeably lacking compared to its rivals. Which one is best for you? Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Mint
an hour ago
- Automotive
- Mint
Toyota Vellfire review: A limousine wrapped in the body of a van
Can a colossal MPV steal the spotlight on the red carpet? The Toyota Vellfire is doing just that, and how. Ever since its 2023 debut, this luxury van has been rolling off showroom floors, especially among Bollywood's elite. And it's easy to see why: the Vellfire isn't just transport, it's an experience. And the 2025 model that hit the road last month continues this tradition. There's nothing subtle about the Vellfire's presence, drenched as it is in deep black and dripping in chrome. The large, dark chrome grille and sleek, jewelled headlamps lend it a commanding and unmistakable face. Walk around it and the scale hits you—the Vellfire is vast. But it's not just about size; design details like the chrome-accented kink in the window line add a touch of pizzazz. It sits on 19-inch alloy wheels, and the slab-sided rear is finessed with tail lamps that meet in a V-shaped light signature. Even with all seats in place, the boot offers usable luggage space. For more room, the third row slides on rails or folds up against the sides, giving you flexibility to suit every need. Also read: Inside India's first Lego store in Gurugram Slide open the powered rear doors and step into a sanctuary that feels more like a luxury suite than a van. The middle-row captain's chairs are the highlight—fully reclining, ventilated massagers that can be adjusted via traditional controls or the detachable touchscreen remotes tucked into the armrests. Legroom? Exceptional. Space? Palatial. Even someone as tall as Shaquille O'Neal could lounge here without complaint. This isn't just comfort, it's indulgence. The third row—often an afterthought in most MPVs—is surprisingly comfortable. Access is easy through the middle, legroom is ample, and reclining backrests ensure that even three adults can travel in genuine comfort. Toyota has packed the Vellfire to the gills with features that redefine rear-seat luxury: dual panoramic sunroofs with individual controls, a massive 14-inch roof-mounted entertainment screen, powered window blinds for all three rows, flip-out tray tables for working or snacking on the go, and dedicated AC vents and sunshades even for third-row passengers Up front, the story is just as impressive. There's a 14-inch touchscreen with Apple CarPlay & Android Auto; 15-speaker JBL premium sound system; 360-degree camera system for navigating tight spaces; 4-zone climate control with tactile physical knobs; fully digital instrument cluster; and a powered driver's seat. Every touchpoint is swathed in rich leather and wood, giving the cabin a warm, inviting feel that's unmistakably premium. Easy on the hands Safety is top-tier, with Toyota's full suite of ADAS features including Lane Keep Assist; Adaptive Cruise Control, six airbags, and ABS with EBD. Despite its size, the Vellfire is surprisingly manageable to drive. The wraparound windscreen and slim A-pillars offer excellent visibility. You sit high and commanding as well. This a vehicle to glide in. Under the hood is a 2.5-litre petrol engine mated to a 128hp electric motor, delivering a combined output of 250 hp. It's best driven with a light foot to take advantage of its hybrid tech. Push too hard and the CVT (continuously variable transmission) does groan in protest. Keep it smooth and it rewards you with quiet, electric-assisted cruising and a commendable fuel economy of around 19kmpl, which is astonishing for something this big. A vast improvement over its predecessor, the Vellfire's ride quality still falls just short of true limousine plushness. Rear passengers will be comfortable most of the time, but on less-than-perfect roads which are common in India, the cabin can feel slightly unsettled—something you might not expect at this price point. With prices ranging from ₹1.20- ₹1.30 crore, the Toyota Vellfire finds itself competing with some of the best luxury sedans on the market. But while those cars may wear more prestigious badges, none can match the Vellfire's combination of space, comfort, presence, and the legendary hassle-free Toyota ownership. It's a limousine in spirit, wrapped in the body of a van—with a personality that's uniquely its own. The specs Engine : 2.5 litre petrol Electric motor: Permanent magnetic synchronous Combined power: 250hp Price: ₹1.2-1.3 crore Features: 14-inch touchscreen with Apple CarPlay & Android Auto, 15-speaker JBL premium sound system, 360-degree camera system Renuka Kirpalani is consulting editor, Autocar India. Also read: Big data has changed cricket
7NEWS
14 hours ago
- Automotive
- 7NEWS
2025 Toyota Fortuner GXL review
The Toyota Fortuner is still alive and kicking in Australia, despite being axed in other markets. This diesel-powered four-wheel drive SUV comes with seven seats as standard, is more off-road-capable than many of its competitors, and it has the famed Toyota badge – which is akin to investing in better resale value and reliability, in many customers' minds. But is it the best choice you could make if you're in the market for a three-row all-terrain SUV in 2025? That's going to depend on a few things – read on, and you'll find out why. How much does the Toyota Fortuner cost? There are three grades of Fortuner on sale in Australia, all featuring seven seats, an automatic transmissionand part-time 4×4. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool What is the Toyota Fortuner like on the inside? Compared to some of the rivals, hopping into the Fortuner is like winding back the clock a few years. That's because bugger-all has changed here for a long time, and that is perhaps the most evident difference between this off-road SUV and its contemporaries. You've got an 8.0-inch touchscreen media system, and that's comparable to some other cheaper SUVs, but between the dials is just a 4.2-inch display (thankfully with a digital speedo). The infotainment system includes Apple CarPlay and Android Auto via USB cable, and thankfully the screen is decent in its responsiveness. There are buttons and dials to make things even easier and, if you want it, GXL variants and above have built-in sat nav, though the graphics for it and the screen more generally are pretty ancient. And while you might be tempted to step up to the Crusade grade for the heated seats, if you do you'll have to settle for fake wood trim finishing. Not so in the GXL tested here. It is a black-on-black-on-black affair inside, and none of these plastics or trim materials are going to win prizes for plushness. But they are rugged and durable in their intent, and that fits the need. Even the steering wheel feels a bit rough in the hand, despite a polished wood-look bit at the top. The controls are simple for the steering wheel, cruise, and climate systems, with the latter featuring dual-zone adjustment dials and buttons for the crucial controls. Storage is sorted by way of a pair of cupholders, a covered centre bin, bottle holders in the doors and a dual glovebox setup. The second-row feels narrow, just like the front seat space. There is enough room for two adults in there, or two child seats. There are ISOFIX anchor points in the window seats and top-tethers for all three positions, but be mindful of the fact that the centre top-tether is a ceiling-mounted job, so if you plan to have anyone in the back row, it'll be a less-than-ideal situation for them. The centre seatbelt also flops down from the ceiling. There are some good things in the second row though, including a climate control system with fan controller, a pair of map pockets on the seatbacks, and some clever bag hooks on each of the front seatbacks. Door storage is okay too, and even for someone my height (182cm/6'0') it is decently spacious. And unlike some rival 4x4s in the segment – including the Isuzu MU-X and top-selling Ford Everest – the second-row slides forward and aft in a 60:40 split, meaning you can tailor the space for more third-row room if you need it. And you probably will. The second-row bench seat offers a drop-and-tumble mechanism to get into the back, but it doesn't slide forward when you do that. I could barely fit in the very back row with the second-row seat back in its standard place, and with it all the way forward there was still minimal room to fit my feet in, and my knees felt like they were up around my earlobes. Headroom is super cramped too, so don't go thinking that you'll fit adults back there unless they're very short of stature… and you won't be fitting kiddos in the third row either, as there are no ISOFIX or top-tether points in the back. If you plan to use this as a five-seater full-time, I'd highly suggest you remove those seats altogether. They aren't the sort that drop into the floor of the vehicle – instead, they fold up into the rear window space and must be latched in place. Make sure they're up there tight, because in the past I've had one crunch down on some luggage over a rough road as it wasn't secured correctly. Toyota doesn't list an official number for the boot space with all three rows in play, but independent figures state it has 200 litres of cargo room. There's also a published number of 716L with the third row stowed, and 1080L with the second-row down. Under the body of the vehicle is a steel spare wheel. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool What's under the bonnet? You can have any engine you like in the Fortuner, as long as it's Toyota's 2.8-litre turbo-diesel. And in this instance, there's no 48-volt mild-hybrid technology, as is now offered in the donor HiLux ute and also the more upmarket Prado 250 Series. The thing about this powertrain is that it's a cracker. It's powerful and pretty efficient too; on test I saw an average of 8.3L/100km over a mix of urban, highway, freeway and boring driving. No off-roading in this test, but in my experience you'll still only use around 10-12L/100km if you head off the beaten path. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool How does the Toyota Fortuner drive? It had been a while since I last drove a Fortunert, and maybe it was just because this test car had almost 12,000km on it, but it didn't feel quite as terse and uncomfortable as I remembered. Look, it's no magic carpet, but the sharpness and unpleasantness of earlier Fortuners seems to have eased, and while it is still abrupt over rough patches of road, you should be able to make do with it in most situations without it being too twitchy. If you're wondering, it has a double-wishbone front-end and a five-link coil-spring rear. The steering, too, has a decent responsiveness to it, but it is quite heavy, so it can feel somewhat hefty when you're trying to park or change directions. But it does offer some feel to the driver's hands, and in off-roading that makes a big difference between this (with its hydraulic rack-and-pinion) and some other SUVs (with electronic power steering). The engine is a strong point in some ways, with heaps of urge once things are moving, and it's certainly going to be able to manage overtaking moves and urban hustle without a problem. It is a bloody loud engine though, not to mention a vibey one. And that makes it somewhat tedious, because you never really get a break from it. The six-speed automatic is decisive with its shifts, and it's mostly predictable in its behaviour. It'll aim to use the engine's torque and keep things in the sweet spot, and while there are a few drive modes to choose (Eco, Normal and Power) it is mostly easy to get used to… once you get past the starting-point turbo-lag. But annoyingly, if you have the adaptive cruise control set and encounter a downhill section, it won't maintain pace for you – instead, it'll just beep to tell you that it can't slow you down, even if it has engine braking working to do so. What is also worth noting here is the visibility from the driver's seat. It's a tall and narrow vehicle, and your over-shoulder vision is hamstrung by the third-row seats and thick rear pillar. And the fact you've got to spend a whole heap more to get into the Crusade just to get blind-spot monitoring, rear cross-traffic alert and a surround-view camera might be a deal-breaker for some, considering the spec wars are heating up. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool What do you get? The GXL on test here sits on the middle rung of the three-variant Fortuner range. 2025 Toyota Fortuner GX equipment highlights: 17-inch alloy wheels Full-size steel spare Locking rear differential Automatic LED headlights Side steps 4.2-inch instrument cluster screen 8.0-inch touchscreen infotainment system Wired Apple CarPlay and Android Auto 6-speaker sound system 60/40 tip and tumble second row Split side stowable third row seats Air conditioning Air-conditioned cool box Keyless entry and start Tilt and telescopic steering column adjustment Fortuner GXL adds: Downhill assist control Chrome exterior door handles Rear privacy glass LED fog lights Roof rails 'Premium' steering wheel Satellite navigation DAB digital radio Paddle shifters Dual-zone climate control Fortuner Crusade adds: 18-inch alloy wheels Door courtesy lights Leather upholstery Heated front seats Electrochromatic rear-view mirror Power tailgate 11-speaker JBL sound system 8-way power-adjustable front seats Woodgrain interior trim To see how the Toyota Fortuner lines up against the competition, check out our comparison tool Options The GXL is available with an optional interior package which was fitted to the vehicle on test here. Premium Interior Option Pack: $2500 Black leather-accented upholster 8-way power adjust front seats Is the Toyota Fortuner safe? The Fortuner has a five-star ANCAP safety rating based on 2019 testing of the related HiLux ute. Standard safety systems include: Adaptive cruise control (high speed) Autonomous emergency braking (AEB) Lane departure warning Reversing camera Road Sign Assist (speed signs only) Fortuner Crusade adds: Blind-spot monitoring Rear cross-traffic alert Surround-view cameras Most rivals now offer at least blind-spot and rear-cross traffic standard on all variants. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool How much does the Toyota Fortuner cost to run? Toyota offers a five-year, unlimited-kilometre warranty for its vehicles. The brand offers a longer powertrain warranty, out to seven years, if you maintain it on time. You don't need to service it with Toyota – just make sure it's done by the book by a licensed mechanic. And you will be seeing that mechanic (or the Toyota workshop) fairly regularly, with service intervals of six months or 10,000km (whichever occurs first). The service cost for the first six services or 60,000km is $305 a pop, but beyond that it gets more expensive. You don't get roadside assistance included either – it's a pay-as-you-go option. But you do get access to the biggest network of dealerships and workshops in the country. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool CarExpert's Take on the Toyota Fortuner If you need a 4×4 wagon that's ready to go off-road straight from the showroom floor, with a dependable diesel engine and better access to servicing than any competitor in the segment, the Fortuner could be a goer. But you'll have to put up with an ancient feeling interior, poor packaging and a higher-than-it-should-be price tag. What would you do? Have your say in the comments. Interested in buying a Toyota Fortuner? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Toyota Fortuner Pros Strong turbo-diesel engine Great reputation for reliability Terrific off-road Cons Lacking safety gear in lower grades Feels ancient inside Annoying third-row packaging Top Line Specs Power: 150kW Fuel Type: Diesel Economy: 7.6L/100km CO2 Emissions: 201g/km ANCAP Safety Rating: 5
West Australian
14 hours ago
- Automotive
- West Australian
2025 Toyota Fortuner GXL review
The Toyota Fortuner is still alive and kicking in Australia, despite being axed in other markets. WATCH: Paul's video review of the 2021 Toyota Fortuner Crusade This diesel-powered four-wheel drive SUV comes with seven seats as standard, is more off-road-capable than many of its competitors, and it has the famed Toyota badge – which is akin to investing in better resale value and reliability, in many customers' minds. But is it the best choice you could make if you're in the market for a three-row all-terrain SUV in 2025? That's going to depend on a few things – read on, and you'll find out why. There are three grades of Fortuner on sale in Australia, all featuring seven seats, an automatic transmissionand part-time 4×4. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool Compared to some of the rivals, hopping into the Fortuner is like winding back the clock a few years. That's because bugger-all has changed here for a long time, and that is perhaps the most evident difference between this off-road SUV and its contemporaries. You've got an 8.0-inch touchscreen media system, and that's comparable to some other cheaper SUVs, but between the dials is just a 4.2-inch display (thankfully with a digital speedo). The infotainment system includes Apple CarPlay and Android Auto via USB cable, and thankfully the screen is decent in its responsiveness. There are buttons and dials to make things even easier and, if you want it, GXL variants and above have built-in sat nav, though the graphics for it and the screen more generally are pretty ancient. And while you might be tempted to step up to the Crusade grade for the heated seats, if you do you'll have to settle for fake wood trim finishing. Not so in the GXL tested here. It is a black-on-black-on-black affair inside, and none of these plastics or trim materials are going to win prizes for plushness. But they are rugged and durable in their intent, and that fits the need. Even the steering wheel feels a bit rough in the hand, despite a polished wood-look bit at the top. The controls are simple for the steering wheel, cruise, and climate systems, with the latter featuring dual-zone adjustment dials and buttons for the crucial controls. Storage is sorted by way of a pair of cupholders, a covered centre bin, bottle holders in the doors and a dual glovebox setup. The second-row feels narrow, just like the front seat space. There is enough room for two adults in there, or two child seats. There are ISOFIX anchor points in the window seats and top-tethers for all three positions, but be mindful of the fact that the centre top-tether is a ceiling-mounted job, so if you plan to have anyone in the back row, it'll be a less-than-ideal situation for them. The centre seatbelt also flops down from the ceiling. There are some good things in the second row though, including a climate control system with fan controller, a pair of map pockets on the seatbacks, and some clever bag hooks on each of the front seatbacks. Door storage is okay too, and even for someone my height (182cm/6'0') it is decently spacious. And unlike some rival 4x4s in the segment – including the Isuzu MU-X and top-selling Ford Everest – the second-row slides forward and aft in a 60:40 split, meaning you can tailor the space for more third-row room if you need it. And you probably will. The second-row bench seat offers a drop-and-tumble mechanism to get into the back, but it doesn't slide forward when you do that. I could barely fit in the very back row with the second-row seat back in its standard place, and with it all the way forward there was still minimal room to fit my feet in, and my knees felt like they were up around my earlobes. Headroom is super cramped too, so don't go thinking that you'll fit adults back there unless they're very short of stature… and you won't be fitting kiddos in the third row either, as there are no ISOFIX or top-tether points in the back. If you plan to use this as a five-seater full-time, I'd highly suggest you remove those seats altogether. They aren't the sort that drop into the floor of the vehicle – instead, they fold up into the rear window space and must be latched in place. Make sure they're up there tight, because in the past I've had one crunch down on some luggage over a rough road as it wasn't secured correctly. Toyota doesn't list an official number for the boot space with all three rows in play, but independent figures state it has 200 litres of cargo room. There's also a published number of 716L with the third row stowed, and 1080L with the second-row down. Under the body of the vehicle is a steel spare wheel. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool You can have any engine you like in the Fortuner, as long as it's Toyota's 2.8-litre turbo-diesel. And in this instance, there's no 48-volt mild-hybrid technology, as is now offered in the donor HiLux ute and also the more upmarket Prado 250 Series. The thing about this powertrain is that it's a cracker. It's powerful and pretty efficient too; on test I saw an average of 8.3L/100km over a mix of urban, highway, freeway and boring driving. No off-roading in this test, but in my experience you'll still only use around 10-12L/100km if you head off the beaten path. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool It had been a while since I last drove a Fortunert, and maybe it was just because this test car had almost 12,000km on it, but it didn't feel quite as terse and uncomfortable as I remembered. Look, it's no magic carpet, but the sharpness and unpleasantness of earlier Fortuners seems to have eased, and while it is still abrupt over rough patches of road, you should be able to make do with it in most situations without it being too twitchy. If you're wondering, it has a double-wishbone front-end and a five-link coil-spring rear. The steering, too, has a decent responsiveness to it, but it is quite heavy, so it can feel somewhat hefty when you're trying to park or change directions. But it does offer some feel to the driver's hands, and in off-roading that makes a big difference between this (with its hydraulic rack-and-pinion) and some other SUVs (with electronic power steering). The engine is a strong point in some ways, with heaps of urge once things are moving, and it's certainly going to be able to manage overtaking moves and urban hustle without a problem. It is a bloody loud engine though, not to mention a vibey one. And that makes it somewhat tedious, because you never really get a break from it. The six-speed automatic is decisive with its shifts, and it's mostly predictable in its behaviour. It'll aim to use the engine's torque and keep things in the sweet spot, and while there are a few drive modes to choose (Eco, Normal and Power) it is mostly easy to get used to… once you get past the starting-point turbo-lag. But annoyingly, if you have the adaptive cruise control set and encounter a downhill section, it won't maintain pace for you – instead, it'll just beep to tell you that it can't slow you down, even if it has engine braking working to do so. What is also worth noting here is the visibility from the driver's seat. It's a tall and narrow vehicle, and your over-shoulder vision is hamstrung by the third-row seats and thick rear pillar. And the fact you've got to spend a whole heap more to get into the Crusade just to get blind-spot monitoring, rear cross-traffic alert and a surround-view camera might be a deal-breaker for some, considering the spec wars are heating up. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool The GXL on test here sits on the middle rung of the three-variant Fortuner range. 2025 Toyota Fortuner GX equipment highlights: Fortuner GXL adds: Fortuner Crusade adds: To see how the Toyota Fortuner lines up against the competition, check out our comparison tool The GXL is available with an optional interior package which was fitted to the vehicle on test here. Premium Interior Option Pack: $2500 The Fortuner has a five-star ANCAP safety rating based on 2019 testing of the related HiLux ute. Standard safety systems include: Fortuner Crusade adds: Most rivals now offer at least blind-spot and rear-cross traffic standard on all variants. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool Toyota offers a five-year, unlimited-kilometre warranty for its vehicles. The brand offers a longer powertrain warranty, out to seven years, if you maintain it on time. You don't need to service it with Toyota – just make sure it's done by the book by a licensed mechanic. And you will be seeing that mechanic (or the Toyota workshop) fairly regularly, with service intervals of six months or 10,000km (whichever occurs first). The service cost for the first six services or 60,000km is $305 a pop, but beyond that it gets more expensive. You don't get roadside assistance included either – it's a pay-as-you-go option. But you do get access to the biggest network of dealerships and workshops in the country. To see how the Toyota Fortuner lines up against the competition, check out our comparison tool If you need a 4×4 wagon that's ready to go off-road straight from the showroom floor, with a dependable diesel engine and better access to servicing than any competitor in the segment, the Fortuner could be a goer. But you'll have to put up with an ancient feeling interior, poor packaging and a higher-than-it-should-be price tag. What would you do? Have your say in the comments. Interested in buying a Toyota Fortuner? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Toyota Fortuner
