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2025 Mercedes-Benz GLA review
2025 Mercedes-Benz GLA review

7NEWS

time05-05-2025

  • Automotive
  • 7NEWS

2025 Mercedes-Benz GLA review

The Mercedes-Benz GLA has formed the entry point to the German luxury carmaker's SUV lineup for years now. A formidable rival to the likes of the Audi Q3, BMW X1, Lexus UX, Mini Countryman, and Volvo XC40, among others, this small premium SUV has been on sale in Australia in second-generation guise since 2020. Now it has received a worthwhile mid-life facelift. On the outside there is a 'modernised' headlight and tail-light signature, as well as a redesigned front bumper and grille. Inside, there is a new steering wheel with touch-sensitive buttons and sliders, plus wireless Apple CarPlay and Android Auto connectivity, illuminated USB ports, and an additional USB-C port. Under the bonnet, the mid-spec 2025 Mercedes-Benz GLA250 4Matic on test here, as well as the hotter AMG GLA35 4Matic, now get 48V mild-hybrid assistance, comprising a belt-driven starter-generator that's capable of providing an additional 10kW for brief periods. Is this small luxury SUV from the three-pointed star still the benchmark in its segment? Read along to find out. How much does the Mercedes-Benz GLA cost? On test here is the mid-range GLA250 4Matic, priced from a cool $80,500 plus on-road costs. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool What is the Mercedes-Benz GLA like on the inside? Despite its more compact dimensions, the Mercedes-Benz GLA feels very much like any other model from the German luxury brand. The door handles require a similar amount of force to open, and the doors make a familiar thwack sound when closed. Once you're in there are rather comfortable sport seats that feature plenty of electric adjustment and manually extendable thigh support. This means people of all different sizes and statures will be able to find their desired seating position easily. As standard, the GLA gets microfibre upholstery with Artico artificial leather on the seat bolsters. While real leather is available as an option, I prefer this because it doesn't make you feel as sweaty on hotter days. Both front seats are heated, which was appreciated as it's starting to get a little cooler here in Melbourne. On the highest setting, these seats got hot really quickly, which is yet another benefit of the microfibre upholstery. Ahead of the driver is an AMG Line steering wheel, which feels chunky and is wrapped in soft Nappa leather. Annoyingly, it has touch-sensitive buttons and sliders for adjusting things like the sound system volume and cruise control, among other things, and they aren't nearly as intuitive as proper physical buttons. Another disappointing aspect of these buttons is the fact they are covered in glossy piano black panels which attract fingerprints and look grubby quickly. While there are dedicated buttons for picking up and hanging up phone calls, there's also no proper way to change the track that's playing, which resulted in me having to use the touchscreen instead. Bizarre… Behind the steering wheel is the same dual 10.25-inch screen setup that this car has featured for years now. It just has a refreshed look with the mid-life update. The 10.25-inch digital instrument cluster looks crisp and high-resolution. It has a number of different layouts to choose from, and you can customise them to show different information. The Germans still know how to do a good instrument cluster. Moving across, the 10.25-inch infotainment touchscreen still looks good, but compared to some rivals it's starting to look a little small. The screen is very responsive to touch inputs and the user interface is dead easy to navigate. Compared to the pre-update model, the GLA range now gets wireless Apple CarPlay and Android Auto. The window for smartphone mirroring also now takes up the entirety of the display, which looks much better. Looking around the cabin, you can tell this car has received some tweaks over the years. The most notable is the removal of the touchpad on the centre console. Instead, there's now an awkward storage space that isn't big enough for a plus-sized phone. I appreciate all the physical switchgear for the climate controls as they feel premium and are much more intuitive than having to use the touchscreen. It is somewhat annoying, however, that you need to look at the touchscreen to see what temperature you're setting the system to. While the majority of the finishes in this car look and feel premium to interact with, there's an overload of glossy piano black around the cabin. It's especially frustrating around the circular air vents because it attracts dust quickly. There are a lot of darker finishes up front, though there is interior ambient lighting in certain areas, which makes the car feel a bit more special at night. There's also a panoramic glass sunroof as standard, which has a panel that tilts and slides to offer more air flow. Moving to the second row, it's clear there's more emphasis put on the seats up front. It's not a terrible space to be, it just doesn't feel as special. At a leggy 182cm, I had enough leg, head, shoulder and toe room behind by own driving position. Two adults will fit fine in the second row, though pushing it to three would make things squishy. The person in the middle seat also has to contend with the sizeable transmission hump. Second-row amenities include air vents, USB-C ports, as well as a fold-down armrest with retractable cupholders. It's pretty standard. Around the back, there's a power tailgate that has a hands-free function, which comes in handy if you've got your hands full of stuff. With the tailgate open, there's a decent amount of boot space, though it won't blow you away. Disappointingly, there's no spare wheel here. As standard, the car comes with run-flat tyres, though you can opt for a tyre repair kit as a no-cost option. This isn't ideal for those who frequently travel in the country. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool What's under the bonnet? The Mercedes-Benz GLA250 4Matic's 2.0-litre four-cylinder turbocharged petrol engine gains 48V mild-hybrid assistance with the mid-life facelift. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool How does the Mercedes-Benz GLA drive? Starting up the GLA250 4Matic, the turbo-petrol engine deliver a rowdy rev flare, which is more noticeable in the cabin than outside the car. Tat's because this car pumps fake engine sound into the cabin. To set off, you use the column-mounted gear selector, which feels premium and sleek. It's handy because you can quickly flick from drive to reverse, especially in parking scenarios or when doing a three-point turn. When the engine is still warming up, the first two gears rev out to around 3000rpm, which feels like way too much. This creates a jarring feeling inside the cabin, as the engine doesn't sound the best at these revs. Once the engine has warmed up a little, or you start travelling a bit faster, the car then opts for higher gears and will keep the revs down to minimise fuel consumption. This feels a lot more natural and calm. While the 2.0-litre turbo four in this car is far from new, it is now augmented with mild-hybrid assistance, which allows for more seamless and longer engine idle stop/start interaction. When in Eco mode, the car can also coast with the engine switched off to save fuel. As part of this 48V system, there's a belt-driven motor generator that is used to start the engine, but can also provide an additional 10kW of power for brief periods. This helps for faster acceleration, or to generally take load off the engine. Another part of the 48V mild-hybrid system is the regenerative braking system, which helps top up the small 48V battery pack. It's satisfying to know that you're recuperating energy to then use to help performance later on. In practice, the system is seamless and even has an intelligent function by which it'll increase the amount of regenerative braking based on how quickly the car in front of you is travelling. It means you don't have to think that much about it and can instead focus on driving. As a package, this powertrain is a little firecracker. You'll easily be keeping up with traffic from the lights, and with only a subtle flex of your right foot, you'll be accelerating faster than most. At no point was I looking for more power, which makes me feel like the AMG GLA35 is somewhat superfluous, as many performance cars are. This car comes with an eight-speed dual-clutch automatic transmission, which provides snappy and almost instantaneous gear changes. With the assistance of the 48V motor generator, a lot of the dual-clutch hesitancies are ironed out, making it feel more seamless behind the wheel. However, there were still moments where it was abundantly clear this car has a dual-clutch auto. An example included when I changed from drive to reverse on a hill and started to roll before the gear actually engaged. This wasn't the most confidence-inspiring feeling behind the wheel. While the engine packs a punch, it also has the driving dynamics to match. The steering is wonderfully direct and well-weighted for tossing this small SUV around on city streets. It's rather smile-inducing. Even though all local non-AMG GLAs come with the AMG Line package as standard, they don't actually have sport suspension. Instead, they have a lowered version of the comfort suspension, which is great because this means the car doesn't feel overly stiff all the time. This car soaks up general lumps and bumps that occur with general urban road imperfections without any worries, though harsher singular bumps can send shocks into the cabin. It feels a little brittle if you hit a hard bump with a little too much pace. On the parking front, there are front and rear parking sensors, as well as a surround-view camera which has great quality. There's also a parking assistant, which is handy if you're not the most confident at parallel or perpendicular parking, though it's slow. Out on the open road, this car settles into a perfectly comfortable cruise. The engine revs are kept down low as the transmission prioritises the highest gear possible, though there is a bit of tyre roar at higher speeds. This isn't uncommon with European cars, especially those with run-flat tyres. There's still plenty of punch available if you need to do a quick overtake. The transmission will drop a few gears and the 48V motor generator will help get acceleration happening as soon as possible. You need to keep an eye on your speed because you'll easily creep above the speed limit if you're not paying attention. The steering still feels incredibly direct and well-weighted, which makes this fun to drive in the twisties. Like many crossover SUVs, however, the GLA does get a bit of body roll up when pushed. It's not horrible, but it limits its dynamism compared to a lower-slung hatchback, for example. Like at lower speeds, the suspension feels settled and composed at higher speeds, though harsher bumps can transmit into the cabin. On the safety front, the GLA is now fully loaded. With the mid-life update, it now gets adaptive cruise control as standard. It's an intuitive system which is able to keep a safe distance between the car ahead and not freak out when a car cuts in front of you. The lane-keep assist is fairly relaxed with how it reacts when you get close to the lane markings but, disappointingly, there's no active lane-centring function as standard. You need to opt for the Plus Package to get this, among a range of other features, including a head-up display and adaptive high-beam. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool What do you get? On test here is the mid-spec Mercedes-Benz GLA250 4Matic with no option packages. 2025 Mercedes-Benz GLA200 equipment highlights: LED headlights with adaptive high-beam Power-adjustable front sports seats Heated front seats Galvanised paddle shifters AMG Line exterior package 10.25-inch digital instrument cluster 10.25-inch touchscreen infotainment system Apple CarPlay, Android Auto – wireless Satellite navigation with live traffic Wireless phone charger Nappa leather-wrapped steering wheel Semi-autonomous parking assist Panoramic sunroof Dual-zone climate control Keyless entry and start Power tailgate GLA250 4Matic adds: Off-Road Engineering Package Options The GLA250 4Matic is available with a number of different options, but none were equipped to our tester. Plus Package: $5000 Driving Assistance Package Augmented reality satellite navigation Burmester sound system Illuminated door sills Head-up display Multi-beam LED headlights Adaptive high-beam MBUX Interior Assist Surround lighting with projected logos Other standalone options include: 20-inch AMG multi-spoke black alloy wheels: $1600 Black Lugano leather upholstery: $1700 To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool Is the Mercedes-Benz GLA safe? The Mercedes-Benz GLA has a five-star ANCAP safety rating based on tests conducted on the related B-Class in 2019. Standard safety equipment includes: Autonomous emergency braking Adaptive cruise control Blind-spot monitoring Lane-keep assist Safe exit warning Traffic sign recognition Surround-view camera 9 airbags (front, side and curtain, plus a driver's knee airbag) Opting for the Plus Package on the GLA200 and GLA250 4Matic adds: Active Distance Assist Steering Assist Active Lane Change Assist Extended route-based speed limit assist To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool How much does the Mercedes-Benz GLA cost to run? The Mercedes-Benz GLA is covered by a five-year, unlimited-kilometre warranty. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool CarExpert's Take on the Mercedes-Benz GLA The Mercedes-Benz GLA has long been a default option for those looking at a small but luxurious SUV. There are now more rivals than ever, but this car still shines through as a benchmark, though it's starting to feel its age. This mid-life update has invigorated the GLA just enough, though there are newer rivals like the BMW X1 that offer more technology and much better value. It's nice there is now wireless smartphone mirroring, as well as different looks inside and out to keep things fresh. Some of the changes hinder the useability, though, including the fiddly touch sliders on the new steering wheel. The storage space where the touchpad used to be also just looks weird. I'm a fan of the new 48V mild-hybrid version of the 2.0-litre turbo-petrol engine in this GLA250 4Matic. It certainly packs a punch and you likely won't be looking for any more power in your everyday commute. However, it doesn't notably improve fuel consumption. Lastly, let's talk money. The GLA is certainly one expensive small SUV. At $80,500 before on-roads for the GLA250 4Matic on test here, it's considerably more expensive than all of its direct rivals. It's also rather expensive to service, which is a further pain point. If you're willing to buck up the cash for one of these and are a die-hard fan of the three-pointed star, you'll love this car as a package. It certainly doesn't disappoint. If you're more brand-averse, however, it may be worth checking out the competition because there's plenty out there. Interested in buying a Mercedes-Benz GLA? Get in touch with one of CarExpert's trusted dealers here Pros Zippy performance Fun driving dynamics Comfortable driving position Cons

2025 Mercedes-Benz GLA review
2025 Mercedes-Benz GLA review

West Australian

time05-05-2025

  • Automotive
  • West Australian

2025 Mercedes-Benz GLA review

The Mercedes-Benz GLA has formed the entry point to the German luxury carmaker's SUV lineup for years now. A formidable rival to the likes of the Audi Q3 , BMW X1 , Lexus UX , Mini Countryman , and Volvo XC40 , among others, this small premium SUV has been on sale in Australia in second-generation guise since 2020. Now it has received a worthwhile mid-life facelift. On the outside there is a 'modernised' headlight and tail-light signature, as well as a redesigned front bumper and grille. Inside, there is a new steering wheel with touch-sensitive buttons and sliders, plus wireless Apple CarPlay and Android Auto connectivity, illuminated USB ports, and an additional USB-C port. Under the bonnet, the mid-spec 2025 Mercedes-Benz GLA250 4Matic on test here, as well as the hotter AMG GLA35 4Matic, now get 48V mild-hybrid assistance, comprising a belt-driven starter-generator that's capable of providing an additional 10kW for brief periods. Is this small luxury SUV from the three-pointed star still the benchmark in its segment? Read along to find out. On test here is the mid-range GLA250 4Matic, priced from a cool $80,500 plus on-road costs. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool Despite its more compact dimensions, the Mercedes-Benz GLA feels very much like any other model from the German luxury brand. The door handles require a similar amount of force to open, and the doors make a familiar thwack sound when closed. Once you're in there are rather comfortable sport seats that feature plenty of electric adjustment and manually extendable thigh support. This means people of all different sizes and statures will be able to find their desired seating position easily. As standard, the GLA gets microfibre upholstery with Artico artificial leather on the seat bolsters. While real leather is available as an option, I prefer this because it doesn't make you feel as sweaty on hotter days. Both front seats are heated, which was appreciated as it's starting to get a little cooler here in Melbourne. On the highest setting, these seats got hot really quickly, which is yet another benefit of the microfibre upholstery. Ahead of the driver is an AMG Line steering wheel, which feels chunky and is wrapped in soft Nappa leather. Annoyingly, it has touch-sensitive buttons and sliders for adjusting things like the sound system volume and cruise control, among other things, and they aren't nearly as intuitive as proper physical buttons. Another disappointing aspect of these buttons is the fact they are covered in glossy piano black panels which attract fingerprints and look grubby quickly. While there are dedicated buttons for picking up and hanging up phone calls, there's also no proper way to change the track that's playing, which resulted in me having to use the touchscreen instead. Bizarre… Behind the steering wheel is the same dual 10.25-inch screen setup that this car has featured for years now. It just has a refreshed look with the mid-life update. The 10.25-inch digital instrument cluster looks crisp and high-resolution. It has a number of different layouts to choose from, and you can customise them to show different information. The Germans still know how to do a good instrument cluster. Moving across, the 10.25-inch infotainment touchscreen still looks good, but compared to some rivals it's starting to look a little small. The screen is very responsive to touch inputs and the user interface is dead easy to navigate. Compared to the pre-update model, the GLA range now gets wireless Apple CarPlay and Android Auto. The window for smartphone mirroring also now takes up the entirety of the display, which looks much better. Looking around the cabin, you can tell this car has received some tweaks over the years. The most notable is the removal of the touchpad on the centre console. Instead, there's now an awkward storage space that isn't big enough for a plus-sized phone. I appreciate all the physical switchgear for the climate controls as they feel premium and are much more intuitive than having to use the touchscreen. It is somewhat annoying, however, that you need to look at the touchscreen to see what temperature you're setting the system to. While the majority of the finishes in this car look and feel premium to interact with, there's an overload of glossy piano black around the cabin. It's especially frustrating around the circular air vents because it attracts dust quickly. There are a lot of darker finishes up front, though there is interior ambient lighting in certain areas, which makes the car feel a bit more special at night. There's also a panoramic glass sunroof as standard, which has a panel that tilts and slides to offer more air flow. Moving to the second row, it's clear there's more emphasis put on the seats up front. It's not a terrible space to be, it just doesn't feel as special. At a leggy 182cm, I had enough leg, head, shoulder and toe room behind by own driving position. Two adults will fit fine in the second row, though pushing it to three would make things squishy. The person in the middle seat also has to contend with the sizeable transmission hump. Second-row amenities include air vents, USB-C ports, as well as a fold-down armrest with retractable cupholders. It's pretty standard. Around the back, there's a power tailgate that has a hands-free function, which comes in handy if you've got your hands full of stuff. With the tailgate open, there's a decent amount of boot space, though it won't blow you away. Disappointingly, there's no spare wheel here. As standard, the car comes with run-flat tyres, though you can opt for a tyre repair kit as a no-cost option. This isn't ideal for those who frequently travel in the country. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool The Mercedes-Benz GLA250 4Matic's 2.0-litre four-cylinder turbocharged petrol engine gains 48V mild-hybrid assistance with the mid-life facelift. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool Starting up the GLA250 4Matic, the turbo-petrol engine deliver a rowdy rev flare, which is more noticeable in the cabin than outside the car. Tat's because this car pumps fake engine sound into the cabin. To set off, you use the column-mounted gear selector, which feels premium and sleek. It's handy because you can quickly flick from drive to reverse, especially in parking scenarios or when doing a three-point turn. When the engine is still warming up, the first two gears rev out to around 3000rpm, which feels like way too much. This creates a jarring feeling inside the cabin, as the engine doesn't sound the best at these revs. Once the engine has warmed up a little, or you start travelling a bit faster, the car then opts for higher gears and will keep the revs down to minimise fuel consumption. This feels a lot more natural and calm. While the 2.0-litre turbo four in this car is far from new, it is now augmented with mild-hybrid assistance, which allows for more seamless and longer engine idle stop/start interaction. When in Eco mode, the car can also coast with the engine switched off to save fuel. As part of this 48V system, there's a belt-driven motor generator that is used to start the engine, but can also provide an additional 10kW of power for brief periods. This helps for faster acceleration, or to generally take load off the engine. Another part of the 48V mild-hybrid system is the regenerative braking system, which helps top up the small 48V battery pack. It's satisfying to know that you're recuperating energy to then use to help performance later on. In practice, the system is seamless and even has an intelligent function by which it'll increase the amount of regenerative braking based on how quickly the car in front of you is travelling. It means you don't have to think that much about it and can instead focus on driving. As a package, this powertrain is a little firecracker. You'll easily be keeping up with traffic from the lights, and with only a subtle flex of your right foot, you'll be accelerating faster than most. At no point was I looking for more power, which makes me feel like the AMG GLA35 is somewhat superfluous, as many performance cars are. This car comes with an eight-speed dual-clutch automatic transmission, which provides snappy and almost instantaneous gear changes. With the assistance of the 48V motor generator, a lot of the dual-clutch hesitancies are ironed out, making it feel more seamless behind the wheel. However, there were still moments where it was abundantly clear this car has a dual-clutch auto. An example included when I changed from drive to reverse on a hill and started to roll before the gear actually engaged. This wasn't the most confidence-inspiring feeling behind the wheel. While the engine packs a punch, it also has the driving dynamics to match. The steering is wonderfully direct and well-weighted for tossing this small SUV around on city streets. It's rather smile-inducing. Even though all local non-AMG GLAs come with the AMG Line package as standard, they don't actually have sport suspension. Instead, they have a lowered version of the comfort suspension, which is great because this means the car doesn't feel overly stiff all the time. This car soaks up general lumps and bumps that occur with general urban road imperfections without any worries, though harsher singular bumps can send shocks into the cabin. It feels a little brittle if you hit a hard bump with a little too much pace. On the parking front, there are front and rear parking sensors, as well as a surround-view camera which has great quality. There's also a parking assistant, which is handy if you're not the most confident at parallel or perpendicular parking, though it's slow. Out on the open road, this car settles into a perfectly comfortable cruise. The engine revs are kept down low as the transmission prioritises the highest gear possible, though there is a bit of tyre roar at higher speeds. This isn't uncommon with European cars, especially those with run-flat tyres. There's still plenty of punch available if you need to do a quick overtake. The transmission will drop a few gears and the 48V motor generator will help get acceleration happening as soon as possible. You need to keep an eye on your speed because you'll easily creep above the speed limit if you're not paying attention. The steering still feels incredibly direct and well-weighted, which makes this fun to drive in the twisties. Like many crossover SUVs, however, the GLA does get a bit of body roll up when pushed. It's not horrible, but it limits its dynamism compared to a lower-slung hatchback, for example. Like at lower speeds, the suspension feels settled and composed at higher speeds, though harsher bumps can transmit into the cabin. On the safety front, the GLA is now fully loaded. With the mid-life update, it now gets adaptive cruise control as standard. It's an intuitive system which is able to keep a safe distance between the car ahead and not freak out when a car cuts in front of you. The lane-keep assist is fairly relaxed with how it reacts when you get close to the lane markings but, disappointingly, there's no active lane-centring function as standard. You need to opt for the Plus Package to get this, among a range of other features, including a head-up display and adaptive high-beam. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool On test here is the mid-spec Mercedes-Benz GLA250 4Matic with no option packages. 2025 Mercedes-Benz GLA200 equipment highlights: GLA250 4Matic adds: The GLA250 4Matic is available with a number of different options, but none were equipped to our tester. Plus Package: $5000 Other standalone options include: To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool The Mercedes-Benz GLA has a five-star ANCAP safety rating based on tests conducted on the related B-Class in 2019. Standard safety equipment includes: Opting for the Plus Package on the GLA200 and GLA250 4Matic adds: To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool The Mercedes-Benz GLA is covered by a five-year, unlimited-kilometre warranty. To see how the Mercedes-Benz GLA lines up against the competition, check out our comparison tool The Mercedes-Benz GLA has long been a default option for those looking at a small but luxurious SUV. There are now more rivals than ever, but this car still shines through as a benchmark, though it's starting to feel its age. This mid-life update has invigorated the GLA just enough, though there are newer rivals like the BMW X1 that offer more technology and much better value. It's nice there is now wireless smartphone mirroring, as well as different looks inside and out to keep things fresh. Some of the changes hinder the useability, though, including the fiddly touch sliders on the new steering wheel. The storage space where the touchpad used to be also just looks weird. I'm a fan of the new 48V mild-hybrid version of the 2.0-litre turbo-petrol engine in this GLA250 4Matic. It certainly packs a punch and you likely won't be looking for any more power in your everyday commute. However, it doesn't notably improve fuel consumption. Lastly, let's talk money. The GLA is certainly one expensive small SUV. At $80,500 before on-roads for the GLA250 4Matic on test here, it's considerably more expensive than all of its direct rivals. It's also rather expensive to service, which is a further pain point. If you're willing to buck up the cash for one of these and are a die-hard fan of the three-pointed star, you'll love this car as a package. It certainly doesn't disappoint. If you're more brand-averse, however, it may be worth checking out the competition because there's plenty out there. Interested in buying a Mercedes-Benz GLA? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Mercedes-Benz GLA

Why the C-HR is Toyota's secret weapon
Why the C-HR is Toyota's secret weapon

Yahoo

time29-04-2025

  • Automotive
  • Yahoo

Why the C-HR is Toyota's secret weapon

When considering buying any new car, it's a strange thing but we often suddenly see that model everywhere. So it is sometimes with vehicles I find myself driving. That absolutely has applied to the latest Toyota C-HR, the two-tone crossover with origami-like lines, during a week of testing one. I even found myself peering at any example to see if it might be the same as 'mine', the new-ish PHEV. You can pick out the plug-in hybrid by an extra flap, that being a cover for the charging socket. Other than that, different instrumentation, a smaller boot and no base model grade, it's tricky to tell the newest addition from the existing HEV variants. Built exclusively at Toyota Motor Manufacturing Türkiye's Adapazarı plant, the 4.4 m long front- or all-wheel drive C-HR is in its second generation, having premiered just short of two years ago. In fact it had also been a concept before that. Facelift coming? Not for a while As the original was around for seven years, generation three shouldn't arrive until the end of 2030 (first or second quarters of 2031 for the UK). A facelift for the existing model can be expected to be announced in about 18 months' time. TMMT started manufacturing the latest shape car in November 2023. At first it was hybrid only, with 1.8-litre variants being front-wheel drive and 2.0-litre ones also offering an AWD option. Now there is a third powertrain in the form of the 2.0-litre PHEV. Power is 164 kW (223 PS) compared to 145 kW (197 PS) for the 2.0-litre hybrid and just 103 kW/140 PS for the 1.8 HEV. In the PHEV the motor alone produces 120 kW while the engine's power is 112 kW. Battery adds a lot of mass There are a couple of disadvantages to the plug-in hybrid, that being a 200 kilo weight penalty courtesy of the battery which is at least positioned close to the car's middle. And while that's great for distribution of mass, the handling suffers a little. Components associated with the PHEV system also mean the boot's capacity is just 310 litres, whereas the 1.8 HEV boasts 388. The good news? Toyota has done a terrific job of keeping the handling of this 1,645 kg but not too top-heavy crossover fairly benign. Performance is brisk (7.2 seconds to 62 mph), with excellent economy and CO2 averages. The 13.6 kWh battery allows not only a range of up to 41 miles but the PHEV will easily return 50+ mpg, with an official CO2 average of a mere 19 g/km. Top speed is only 111 mph yet the C-HR charges there with the minimum of fuss and its naturally aspirated engine sounds quite good too. The stubby little RND shifter (P is a button) works perfectly first time every time. It's something of a shame to find the steering remains as light as it is in the HEV versions. Anyone trading up from a Yaris will notice slightly less precision. Loud locking I came to this Toyota after spending a bit of time with a Lexus UX hybrid and immediately the contrast between high-volume and something more exclusive was obvious. Interior plastics are mostly hard and heavy on the dark grey dye, while even things such as the way doors lock can jar. Really. I was startled the first time this happened as the thunk is LOUD. It probably doesn't help that all the handles retract at the same time. You'd get used to it though. Something I really didn't like was the lack of a sunblind for the roof. Toyota, which states that this saves five kilos, will also insist that the UV-blocking dark filter is enough. It isn't. Speaking of glass, there is no wash-wipe on the back window and this car needs one. Right now, tree sap season has started, dropping vision-blocking gunk you can guess where. Other ways in which TMC has decided to save money includes something I have seen in no other passenger vehicle: ceiling-mounted grab handles for driver and front passenger but none in the back. Will anyone notice? I did. There are countless reasons why this massively profitable car company stays that way. No Icon model grade for the PHEV The C-HR is no bargain basement model, with every variant above thirty thousand pounds. And, unlike the HEV, the PHEV is only available in Design, Excel and GR Sport trims. Quite a smart move by TGB to launch the model this way, watching to see what happens. So far the market has received the plug-in hybrid with enthusiasm. Its pricing will inevitably also draw potential buyers to the hybrids which suddenly seem more affordable. Conclusion If the near-premium pricing is acceptable, then the PHEV is going to tempt many a company car and private buyer towards the C-HR. There's a good level of standard gear, the looks are sharp, economy is superb and CO2 is low. Plus we know just how long-lasting and reliable Toyotas tend to be. Next: the C-HR+ With close to a million sales in Europe across its two generations, the C-HR is certainly a well-known model. Which is likely the reason why Toyota is leveraging what it might term a brand for the addition of the forthcoming C-HR+. We first saw it as the bZ Compact SUV concept at the 2022 Los Angeles auto show. It should be pointed out immediately that this an entirely unrelated vehicle being not only an EV but also 17 cm longer and having a different architecture (eTGNA). It's also going to be manufactured in Japan not Turkey. Build at the Takaoka factory is due to commence in September. The US and Canada will have the model in 2026 but no plant has been named. Both 57.7 and 77 kWh gross batteries will be available as well as front- and all-wheel drive, the latter having two motors and an expected 252 kW (343 pferdestarke). There is also a provisional claim of up to 600 km or 373 miles ahead of the official WLTP rating."Why the C-HR is Toyota's secret weapon" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site.

2025 Lexus UX 300h Crossover Gets Better with Extra Power
2025 Lexus UX 300h Crossover Gets Better with Extra Power

Yahoo

time12-02-2025

  • Automotive
  • Yahoo

2025 Lexus UX 300h Crossover Gets Better with Extra Power

"Hearst Magazines and Yahoo may earn commission or revenue on some items through these links." The Lexus UX might not have the flash of halo products like the LC or LFA, but it fills an important role for the brand: an entry point. While it launched in 2018 with a series of variants, the '25 UX boils down to just one model, the 2025 Lexus UX 300h. This change comes from the pivot to a new powertrain featuring the company's fifth-generation hybrid system, which pairs a 2.0-liter four-cylinder gasoline-burning engine with an eCVT. This package is good for a combined 196 hp—15 hp over the outgoing UX 250h. Even with the extra oomph, the UX 300h also bests the outgoing model in city fuel economy, which rises to 45 mpg. The two models share the same combined fuel-economy numbers. On this episode of Quick Spin, host Wesley Wren puts the 2025 Lexus UX 300h through its paces, takes you on a guided tour of the compact crossover, highlights some of its features, and takes you on a live drive review of the UX 300h. Adding to these segments, Wren chats with Autoweek's Patrick Carone about the world of small crossovers, the updates to the Lexus UX, and more. Closing the show, the pair break down what's special about the UX 300h. Tune in below, on Apple Podcasts, Spotify, Stitcher, or wherever podcasts are played.

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