Latest news with #ToyotaRAV4
Yahoo
3 hours ago
- Automotive
- Yahoo
This Unassuming Crossover Is Threatening To Upend Ford's F-150 Sales Record
We all love a story about giant-slayers. Underdogs rolling up to challenge entrenched businesses or corporate bigwigs, only to end up winning the day. That's the plot of approximately 92% of '80s movies. So, to find out that the long-running, all-conquering, dominant Ford F-150 pickup truck might no longer be at the top of the vehicle sales ladder, but could get displaced by some young upstart, feels like either the climactic plot point of a John Hughes film about plucky misfit car builders beating the Big Three or deeply un-American, depending on your viewpoint. Let's not keep you waiting any longer. The vehicle we're talking about is the Tesla Cybertruck. Ha, no, sorry, can't keep a straight face! The Ford F-150 Lightning alone outsells the Cybertruck. The sales-threatening crossover in question is actually the Toyota RAV4. Yes, the Japanese SUVlet that was advertised in America in the late '90s with a TV commercial featuring the undisputed banger "What Do I Get?" by English punk legends Buzzcocks. Here's the thing, though. JATO Dynamics (an automotive analytics firm and not a "Jet Assisted Take-Off" specialist) reports that Ford sold 460,915 F-150s in 2024, while the RAV4 sold 475,193. But that sales reporting doesn't account for the F-250 through F-600 models, while Ford itself counts those F-series models as branches of a single tree. Mike Levine, Ford's North America product communications director, told Road and Track, "All Ford F-Series trucks, from F-150 to F-600, share a common cab architecture from the A-pillar to the C-pillar." Count Ford's F-Series the way Ford does, and you're looking at over 732,000 sold in 2024 instead. Add in Ford heavy trucks, such as the F-650 and F-750, and that count goes even higher. Read more: Ford Faces Yet Another Massive Safety Probe As Feds Investigate 1.3 Million Faulty F-150s Digging Into The Real Sales Figures For an even fairer comparison, let's add in the Ford Maverick and Ranger, which act like more affordable and efficient mini-F-Series (and aren't far from the size of older F-150s anyway). The cheapest F-150 today costs $8,000 more than it did in 2021, when it could be had for under $30,000. Meanwhile, 2024 Mavericks have suggested prices starting around $24,000, and the 2024 Ranger started at just under $33,000. Really, these trucks have slotted in nicely as mini F-series, and they certainly have the capability to be thought of as such. Yes, 2024 F-150 sales dropped 5% from 2023, but Mavericks and Rangers went from 126,392 sold in the U.S. in 2023 to 177,347 in 2024. Even the F-Series as a whole increased sales, climbing from 726,624 in 2023 to 732,139 in 2024. Combine the sales of the 2024 Maverick, Ranger, and F-series, and you get 909,486 trucks. Add in the heavy trucks (F-650 and F-750), and you get 923,157. The other consideration is that the 2024 RAV4 base suggested price was about $30,000. Inflation has had unpleasant effects on the U.S. economy as of late, and "stagflation," where inflation outpaces job growth, is a real concern. So, looking through a microscope at only the cheaper RAV4 and pricier F-150 is kind of an apples-to-filet-mignon comparison. You're saying the less costly, but still quite utility-forward vehicle, improved in sales when the economy is hurting? What a surprise. RAV4s Sold Great, But There's More To Ford's Pickup Lineup Than The F-150 Combining the sales of Toyota's SUVs and crossovers in 2024, including the RAV4, bZ4X, Highlander, Grand Highlander, Corolla Cross, 4Runner, Venza, Sequoia, and Land Cruiser, yields 927,611 sold. In other words, Ford's truck lineup alone rivals the sales of the full SUV/crossover lineup from Toyota in 2024, including leftovers such as the discontinued Venza, which contributed about 32,000 vehicles on its way out the door. It's almost like the F-Series' utility is still necessary in many situations. So is this "sales upset" a victory for the RAV4? Does it prove some larger point about a shift from large trucks to more eco-friendly crossovers? Not really, and by laser focusing on the F-150 and RAV4, a rather incomplete picture has been painted. RAV4s sell well, no doubt about it, and the 2026 hybrid-only Toyota RAV4 with its 320-hp PHEV Sport Version is something to look forward to. But Ford's F-Series is still about 250,000 ahead in yearly sales, and that's a lot of ground to cover for a single model. Ford's throne is certainly safe for the moment, as evidenced by the fact that in 2025 so far, the RAV4 has moved 239,451 vehicles to the F-Series' 412,858. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
The Advertiser
2 days ago
- Automotive
- The Advertiser
2025 GWM Haval H6 review
Haval H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from: H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from: H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from: H6 Pros Haval H6 Cons GWM is a brand on the rise in Australia, and the Haval H6 has played an instrumental role in its success. The cheap and mostly cheerful mid-size SUV first arrived in 2021 and has since become a sales darling. GWM has shifted more 35,000 examples since launch and that number is set to rise quickly with the introduction of this – the refreshed Haval H6. Updated styling, new tech, a more powerful petrol engine, and new plug-in hybrid (PHEV) variants headline the changes for 2025. Pricing remains competitive, too. There's just one problem – the Haval H6 may be a growing fish, but it's swimming in a very, very big pond. Mid-size SUVs are the most popular new-vehicle type in Australia, where the segment is jam-packed with family favourites including the Toyota RAV4 and Mazda CX-5, as well as cheaper challengers like the Chery Tiggo 7 and MG HS. Does the upgraded Haval H6 have what it takes to stand out from the crowd? We put the Ultra Hybrid to the test to find out. GWM has trimmed Haval H6 prices across the board, although the base price has actually risen by $2000 due to the axing of the entry-level Premium grades. The now entry-level Lux is $1000 cheaper than before, though GWM is continuing to offer stock of the pre-update Lux at $3000 off. Likewise, the Lux Hybrid is now $1500 cheaper than before, but $3000 more expensive if you consider runout offers. Our test vehicle for this review is the Ultra Hybrid, which slots in below both new plug-in hybrid versions of the H6. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The interior of the updated Haval H6 is an example of evolution, rather than revolution. The gear selector has been moved to the steering column, while a new 14.6-inch infotainment touchscreen replaces the old 10.25- and 12.3-inch units. There's a thicker steering wheel with sculpted indentations at the 10 and 2 o'clock positions, while our tester presented in the new optional cream interior colour scheme. All the aforementioned tweaks add value to the space, although most buyers would be wise to stay away from the bright yet easily dirtied cream interior. Measuring in at 14.6 inches, the centre infotainment screen is bigger and certainly better, but not without flaws. Despite featuring GWM's latest-generation operating system, the screen sometimes takes a while to boot up after starting the vehicle, and upsizing the display also seems to have had a negative impact on the sharpness of the graphics. The integration of wireless smartphone mirroring is convenient, yet I found wireless CarPlay to be less responsive than other native screen functions. At least CarPlay takes up the full screen – it's rare to experience nearly 15 inches worth of iPhone projection at this price point. Staying connected is also made easier by the relocation of the wireless phone charger to a more accessible location. The charger itself has been upgraded from 15W to 50W, and an additional pair of USB-A outlets can be found underneath the central bridge. If you prefer to disconnect while driving, the native system offers all the basics in a user-friendly package. A selection of handy shortcuts to key functions are pinned to the right side of the screen, although they disappear if you delve into Apple CarPlay. A separate set of 'quick keys' can be accessed by swiping down on the screen at any time. Unless you trust GWM's voice control system, you'll need to learn all these little tricks, as the Haval H6 remains devoid of physical switchgear bar a single strip of climate control buttons below the centre screen. Tech-driven minimalism is all the rage right now, and GWM continues to drive that trend for better or worse. The digital instrument cluster remains a 10.25-inch unit, but features a new visual layout previously seen in GWM's Tank models. It's slick, but lacking configurability, and the only way to cycle through data readouts is by using steering wheel buttons that double as volume controls… confusing, right? A head-up display rounds out the tech suite, which is a generous one compared to many rivals, all things considered. So, the tech gets a cautious tick, but what about the rest of the cabin? Our most recent review of the Haval H6 Hybrid complained about a lack of front seat comfort, and that's an issue that persists with this updated version. A pair of uncomfortable, unsupportive front seats let down the interior, compromising the driving experience. The base cushion is too flat, too slippery, and needs more in the way of thigh support, while lateral bolstering is another point of weakness. I don't think I've ever had so many complaints about a seat, and these issues undermine the inclusion of premium extras like seat heating and full electric adjustment. The pews are trimmed in a mix of perforated and smooth leatherette, the latter of which coats a host of interior surfaces, not limited to portions of the dash, door cards, and centre console. Indeed, a significant portion of the interior panels are finished in soft-touch materials, giving the Haval H6 a more premium feel. It also has rivals covered in the cabin storage department. GWM has extracted every inch of practicality possible out of this package, and you'll never fail to find a free nook or cranny. The door bins are huge, as is the centre console, and there's a generous tray around your ankles for loose mobile devices. Moving back to the second row, space remains a key selling point. This is a proper family SUV, with enough leg-, toe, and headroom for taller adults. Even the middle seat is relatively usable by segment standards, as there's no nasty hump in the floor. And, unlike the front row, the seats back here are relatively welcoming. Everything about the rear bench is soft and agreeable, great for long road trips. In this Ultra example, a panoramic sunroof fills the cabin with natural light, and the side windows offer plenty of outward visibility for nervous or curious passengers. Amenities in the second row include a pair of USB outlets (both varieties), map pockets, door bins, and a centre armrest with integrated cupholders. If cargo capacity is more of a priority, then the rear bench folds completely flat to increase boot space from 560 litres to 1445L. Even with both rows of seating in use, there's plenty of room to stash your stuff. A hands-free powered tailgate is standard on all variants bar the base petrol Lux. However, a spare wheel is absent, instead replaced by a tyre repair kit. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are now petrol, hybrid and plug-in hybrid powertrains on offer. ABOVE: Hybrid You can no longer get all-wheel drive with the petrol engine, though the petrol engine has received a bump in outputs of 20kW and 60Nm, to totals of 170kW and 380Nm. It has also swapped its seven-speed dual-clutch automatic transmission in favour of a nine-speed unit. The hybrid is unchanged, while there are new front- and all-wheel drive plug-in hybrid variants offering up to 106km of electric-only range. Over a week of urban testing, our hybrid tester consumed an average of 7.0 litres per 100km. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There's no mistaking that this Haval H6 is a hybrid. It slinks away silently in EV mode, emitting only a faint whir at low speeds. The steering feels light and natural, while the elevated driving position offers excellent visibility out the front windscreen and side windows. So far, so good. But it didn't take long for a problem to present itself – the indicator stalk. Annoyingly, it doesn't physically lock into place for a full signal, making it hard to distinguish between indicator modes. As such, I often found myself trying to cancel a right signal only to accidentally indicate left. It's an unnecessary nuisance that quickly grows frustrating during day-to-day driving. Then there's the throttle mapping. Although the H6 is a proper hybrid with punchy specs on paper, real-world performance is mixed. From a standstill, it struggles to put its power down effectively. It's all too easy to spin the front wheels if you apply any more than moderate pressure to the throttle pedal, which undermines both performance and safety. Once you're moving, however, acceleration is brisk and much more predictable. Indeed, if speed was measured solely on rolling acceleration, the Haval H6 would best most traditional hybrid SUVs. The dedicated hybrid transmission works well, with a seamless transition between electric and petrol power. That interplay between the power sources also renders the Haval H6 Hybrid an efficient option in the market. GWM claims it'll sip an average of 5.2 litres per 100km, and we achieved 7.0L/100km over a week of mostly urban driving. Sure, a RAV4 will be slightly more frugal, but it also doesn't pack the same punch. Beyond efficiency, you get up to 1000km driving range courtesy of a generous 61L fuel tank. Compared to cheaper alternatives, this Haval H6 Hybrid rides firmer and feels more controlled, and that's a good thing. It's not overly floaty over undulating tarmac, instead remaining relatively flat while soaking up harsh impacts. That's not to say this is a sporty vehicle – far from it – but it strikes the right balance between comfort and composure for daily driving. The Haval H6 Hybrid also feels at home on the highway, where its struggles in stop-start driving fade away. There's more than enough power under your right foot to keep up with traffic and perform high-speed overtakes, something that can't be said of all mainstream family SUVs. Semi-autonomous driving is also possible, should you prefer a more relaxed journey. The adaptive cruise control and active lane centring systems work together harmoniously… once you figure out how to use them – it took me a moment to figure out that you need to press the 'set cruise' button twice to active assisted driving. As is the modern way, the Haval H6 is loaded with active driver assist systems (ADAS). For the most part, they've been executed well. The driver fatigue monitoring system worked flawlessly throughout my test, and the overspeed warning function is more tolerant than most. However, the forward collision warning system is a little sensitive, often issuing false alarms. To counteract that, the infotainment system offers extensive configurability, allowing owners to tweak nearly every safety and assistance feature. With that said, some settings don't persist after restarting the car, so you'll need to make those adjustments every time you drive. All versions of the Haval H6 get high-resolution surround-view cameras, which are among the best going around. If that wasn't enough, the car will also park itself, if you're that way inclined. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 GWM Haval H6 lineup. ABOVE: Ultra Hybrid 2025 GWM Haval H6 Lux equipment highlights: The Ultra adds: To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The Haval H6 petrol and hybrid lineup has a five-star ANCAP safety rating based on testing conducted in 2022, though this excludes the new PHEV variants which are currently unrated. Standard safety equipment across the range includes: Ultra variants also feature front parking sensors. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The GWM Haval H6 is backed by a seven-year, unlimited-kilometre vehicle warranty and an eight-year, unlimited-kilometre battery warranty. Servicing is required every 12 months or 15,000km, aside from the first service which is due at 10,000km. Service pricing is capped for the first five years of ownership, although the exact figure varies depending on powertrain. Base petrol variants are the cheapest to service at $2110 over the first five years, while PHEVs are slightly dearer at $2220 over the same period. To see how the GWM Haval H6 lines up against the competition, check out our comparison tool The updated GWM Haval H6 is a marked improvement over its predecessor, but lingering issues prevent it from being a segment standout in hybrid guise. The building blocks of an excellent affordable SUV are here, including a powerful and efficient hybrid powertrain, spacious and well-appointed interior, and cutting-edge tech. But it's tough to confidently recommend a vehicle that neglects some of the basics, like appropriate throttle mapping and comfortable seating. The good news for SUV buyers in 2025 is that there's an abundance of choice, even at the affordable end of the market. If you're interested in a Haval H6, you might find that the cheaper Chery Tiggo 7 offers better value. Otherwise, lower-spec versions of the Hyundai Tucson and Toyota RAV4 mightn't offer as much on paper, but they're both capable options. If your heart is set on a Haval H6, I'd actually be inclined to drop down to the turbo-petrol Ultra, which promises better value and the possibility of a better urban driving experience. Interested in buying an GWM Haval H6? Let CarExpert find you the best deal hereMORE: Explore the GWM Haval H6 showroom Content originally sourced from:
Yahoo
4 days ago
- Automotive
- Yahoo
Both the 2025 Toyota RAV4 and Subaru Forester Hybrid Are Winners. But One is a Champ.
Subaru is directly competing with the Toyota RAV4 hybrid after finally producing the Forester hybrid. Both are excellent, but I don't think Toyota has much to worry about… Yet. The Toyota RAV4 has been a hybridized hit since 2016. The system was so good, it helped Toyota sell millions upon millions of the economical SUV. In 2022, the RAV4 broke records by selling 1 million units globally. The Toyota RAV4 has plenty of competition, like the Hyundai Tucson Hybrid, the Kia Sportage Hybrid, and the Honda CR-V Hybrid. It also competes with the Mazda CX-50 hybrid (which uses the same hybrid system), and finally, a decade after the first RAV4 hybrid model year, the Subaru Forester Hybrid has entered the fray. Unlike the Crosstrek hybrid of 2019, which used an older Toyota system, the 2025 Subaru Forester hybrid is mostly Subaru's doing. Toyota was there to help develop the system, but Subaru engineers were at the helm this time—creating a hybrid SUV with a true, mechanical AWD system. Subaru may have shown up fashionably late to the compact AWD hybrid SUV party, but she's here to disrupt the numbers and show people what she's made of. Is it enough to top the charts? After driving both back-to-back, here's what I think. This story is 100% human-researched and written based on actual first-person knowledge, extensive experience, and expertise on the subject of cars and trucks. The Forester is Priced Fairly, But the Toyota Has More Options For the Toyota RAV4 hybrid, there are seven trims, ranging from the base LE to the plush Limited. Prices range from $32,600 to $40,905 MSRP, making it a very cost-effective choice for a wide range of buyers. The Forester hybrid has four trims, starting with the Premium Hybrid and going up to the Touring, ranging from $36,385 to $43,295 MSRP. That price range is fair for both SUVs, especially compared to their competitors. The Kia Sportage ranges from $30,290 to $40,390, and the Hyundai Tucson starts at $34,960 and goes up to $42,790. The Honda CR-V hybrid's base price is $35,630, while the top-tier price is $42,250, and the Mazda CX-50's pricing is $33,970 to $40,050. Therefore, the Subaru is the most expensive option out of the best AWD hybrid SUVs. Of course, this is all based on MSRPs—the dealer is who sets the final price—but it raises an important question: do the options and AWD system justify the price?The Subaru's AWD System is More Capable, But at a Cost I'll explain the differences between the RAV4 hybrid's AWD system and the Subaru Forester hybrid's simply: the Subaru's AWD system is permanently active, while the Toyota's is 'on demand.' When slipping isn't detected, the Toyota's electronic rear axle—which isn't physically connected to the front axle with a driveshaft like the Subaru—doesn't see 50% of the engine's power. Instead, it's front-wheel drive biased, so it's more FWD until computers and sensors determine a 50:50 split is needed. So, it's no surprise that the Subaru was incredibly poised and ready for off-road driving. Toyota's system is still effective in slippery conditions, especially in 'Trail' mode, but it's not as rugged as Subaru's, making the Subaru more appealing for those who want to push their Forester to the limits (especially with X-MODE). But a more robust system that can't be shut off or have power diverted to save mileage is thirsty. When I was driving the Forester hybrid, I averaged 29.5 mpg. In the Toyota, I saw 36.2 mpg, and 36.3 when I put it in Eco mode. That's a very significant difference. Granted, 29.5 mpg combined is a vast improvement over the gas-powered version of the Forester, and impressive for a truly AWD SUV. And it should be noted that a majority of my driving was around town. Bend doesn't have a freeway with speeds higher than 45 mph; otherwise, I'm sure mileage would have been much Far as Space is Concerned, the Subaru Felt Roomier If we look at cargo space figures, the Toyota offers more space. Behind the rear seats, it has 37.6 cubic feet of space. The Subaru has technically less at 26.9 cubic feet, but after having both back-to-back, the Subaru felt bigger. The rear passengers had more legroom, and the taller ceiling means more stacking capabilities. When the rear seats are folded down, though, the Forester has more space at 74.2 cubic feet compared to the Toyota's 69.8 cubic feet. What I also noticed was that a taller roof meant larger windows, which helped open up the interior, let in more natural light, and provide a much better view of the world around me. The large sunroof was a bonus, too, since my toddlers got to enjoy looking up at the trees while we played around off-road. The RAV4 also had a large sunroof, but the lower seating position combined with the smaller windows made it slightly harder to see out of. Both SUVs, too, come with ample aftermarket support so roof rails, crossbars, and cargo boxes or baskets can be installed for added Power is Important, Toyota is On Top No trim level of either the Toyota RAV4 or the Subaru Forester hybrid comes with a turbo. And neither SUV is known for its track capabilities. However, it should be noted that if power is factored into a buying decision, the RAV4 is not power-shy. Combined with the battery pack, the Toyota generates 219 horsepower. It's no F1 car, but it's pretty quick off the line and has just enough power to pass slow trucks (safely, of course). The Subaru Forester hybrid produces a combined 194 horsepower, and Subaru says the battery improves acceleration by 10 to 15%. I immediately noticed an improvement in acceleration and handling over the gas-only Forester, but it's still pretty slow compared to the RAV4. No one buys a hybrid for the power in the pedal, but the RAV4 had a lot more spirit compared to the Subaru's Interior Is More Open and Tech-Forward As I mentioned before, the high seating position paired with the large windows made it super easy to see out of. Especially since there wasn't a tablet sticking up over the dashboard line. Subaru's 12-inch infotainment screen is nicely integrated into the center console, so everything's easy to access and see. Now, I do have a bone to pick with whoever decided to bury a majority of the controls in the screen, but I at least appreciate that they're easy to manipulate and see, even with a phone mirroring program in use. Toyota's interior was much more no-nonsense, which I liked. But the typical Toyota issues with connectivity quickly showed themselves, while I didn't have a single issue with Android Auto in the Subaru. I do prefer the sound system in the Subaru, too. Both utilize traditional shifters, and have easy-to-read digital gauges that can be customized and manipulated fairly easily. But, I liked the differing colors and textures in the Subaru better. The RAV4 I drove was the XSE model, which came in the beautiful Calvary Blue with the black leather interior and blue accent stitching, which was very complementary. But the wide-open and colorful interior of the Subaru was much more Families, the Forester Hybrid Feels like Home The Toyota RAV4 hybrid is popular for several excellent reasons: it's easy to drive, easy to pack the family into, the mileage is impressive, and it's very cost-effective. The car seats were easy to install, there was plenty of room for them and their toys, and the sunroof was adored. Just like the Forester. However, the first thing my oldest said when she climbed into the Forester was how big the windows were, and the lower entry point made it easy for her to climb in and out of. The lower entry point and bigger doors made their car seats even easier to install over the Toyota, too. The upper tether point was just on the back of the seat, and it was so easy to access and secure that I didn't even need to open the trunk. Loading the truck was also easier thanks to the lower entry, making Costco trips a breeze, and unloading the groceries even easier. It felt like a more seamless addition to my family with littles, and dog owners would appreciate it, too. The Toyota's seats were leather with a fabric center, which helped the seats keep their shape after I installed car seats in it, which was a huge perk to me. The Forester's seats were a leatherette material, which was super easy to keep clean, but definitely suffered creases from their car seats.I Recommend Both, But for Different Reasons If someone were cross-examining either AWD hybrid SUV solely for the hybridization, the Toyota wins every time. Toyota's been making and refining its hybrid systems for decades, and now, on its fifth generation, the hybrid system is—dare I say it—superior to just about any other hybrid system out there. The RAV4 hybrid gets 36.2 mpg combined because Toyota's got hybrids down to a simple science, while other automakers are playing catch-up. Subaru benefits from having Toyota's engineers on speed dial, but this is the first model year of the Forester hybrid, and that always makes me wary. Now, if someone were looking at the two based on the AWD capabilities or passenger space, I'd wholeheartedly suggest test-driving the Subaru. Similar to my logic with Toyota, Subaru's been making its legendary AWD system for decades. They know better than to fix what isn't broken, and the Forester hybrid shows that. Yes, it's thirsty, but it's a testament to the system's capabilities and rigidity over an 'e-axle.' All that is to say that both are excellent choices, and I wouldn't harshly judge anyone who bought one instead of the other. Even as family SUVs, I was sad to see both of them go. Now, let's hope Subaru takes notes and gets an Outback hybrid out. Both hybrids will sell like hot cakes.
Yahoo
4 days ago
- Automotive
- Yahoo
Both the 2025 Toyota RAV4 and Subaru Forester Hybrid Are Winners. But One is a Champ.
Subaru is directly competing with the Toyota RAV4 hybrid after finally producing the Forester hybrid. Both are excellent, but I don't think Toyota has much to worry about… Yet. The Toyota RAV4 has been a hybridized hit since 2016. The system was so good, it helped Toyota sell millions upon millions of the economical SUV. In 2022, the RAV4 broke records by selling 1 million units globally. The Toyota RAV4 has plenty of competition, like the Hyundai Tucson Hybrid, the Kia Sportage Hybrid, and the Honda CR-V Hybrid. It also competes with the Mazda CX-50 hybrid (which uses the same hybrid system), and finally, a decade after the first RAV4 hybrid model year, the Subaru Forester Hybrid has entered the fray. Unlike the Crosstrek hybrid of 2019, which used an older Toyota system, the 2025 Subaru Forester hybrid is mostly Subaru's doing. Toyota was there to help develop the system, but Subaru engineers were at the helm this time—creating a hybrid SUV with a true, mechanical AWD system. Subaru may have shown up fashionably late to the compact AWD hybrid SUV party, but she's here to disrupt the numbers and show people what she's made of. Is it enough to top the charts? After driving both back-to-back, here's what I think. This story is 100% human-researched and written based on actual first-person knowledge, extensive experience, and expertise on the subject of cars and trucks. The Forester is Priced Fairly, But the Toyota Has More Options For the Toyota RAV4 hybrid, there are seven trims, ranging from the base LE to the plush Limited. Prices range from $32,600 to $40,905 MSRP, making it a very cost-effective choice for a wide range of buyers. The Forester hybrid has four trims, starting with the Premium Hybrid and going up to the Touring, ranging from $36,385 to $43,295 MSRP. That price range is fair for both SUVs, especially compared to their competitors. The Kia Sportage ranges from $30,290 to $40,390, and the Hyundai Tucson starts at $34,960 and goes up to $42,790. The Honda CR-V hybrid's base price is $35,630, while the top-tier price is $42,250, and the Mazda CX-50's pricing is $33,970 to $40,050. Therefore, the Subaru is the most expensive option out of the best AWD hybrid SUVs. Of course, this is all based on MSRPs—the dealer is who sets the final price—but it raises an important question: do the options and AWD system justify the price?The Subaru's AWD System is More Capable, But at a Cost I'll explain the differences between the RAV4 hybrid's AWD system and the Subaru Forester hybrid's simply: the Subaru's AWD system is permanently active, while the Toyota's is 'on demand.' When slipping isn't detected, the Toyota's electronic rear axle—which isn't physically connected to the front axle with a driveshaft like the Subaru—doesn't see 50% of the engine's power. Instead, it's front-wheel drive biased, so it's more FWD until computers and sensors determine a 50:50 split is needed. So, it's no surprise that the Subaru was incredibly poised and ready for off-road driving. Toyota's system is still effective in slippery conditions, especially in 'Trail' mode, but it's not as rugged as Subaru's, making the Subaru more appealing for those who want to push their Forester to the limits (especially with X-MODE). But a more robust system that can't be shut off or have power diverted to save mileage is thirsty. When I was driving the Forester hybrid, I averaged 29.5 mpg. In the Toyota, I saw 36.2 mpg, and 36.3 when I put it in Eco mode. That's a very significant difference. Granted, 29.5 mpg combined is a vast improvement over the gas-powered version of the Forester, and impressive for a truly AWD SUV. And it should be noted that a majority of my driving was around town. Bend doesn't have a freeway with speeds higher than 45 mph; otherwise, I'm sure mileage would have been much Far as Space is Concerned, the Subaru Felt Roomier If we look at cargo space figures, the Toyota offers more space. Behind the rear seats, it has 37.6 cubic feet of space. The Subaru has technically less at 26.9 cubic feet, but after having both back-to-back, the Subaru felt bigger. The rear passengers had more legroom, and the taller ceiling means more stacking capabilities. When the rear seats are folded down, though, the Forester has more space at 74.2 cubic feet compared to the Toyota's 69.8 cubic feet. What I also noticed was that a taller roof meant larger windows, which helped open up the interior, let in more natural light, and provide a much better view of the world around me. The large sunroof was a bonus, too, since my toddlers got to enjoy looking up at the trees while we played around off-road. The RAV4 also had a large sunroof, but the lower seating position combined with the smaller windows made it slightly harder to see out of. Both SUVs, too, come with ample aftermarket support so roof rails, crossbars, and cargo boxes or baskets can be installed for added Power is Important, Toyota is On Top No trim level of either the Toyota RAV4 or the Subaru Forester hybrid comes with a turbo. And neither SUV is known for its track capabilities. However, it should be noted that if power is factored into a buying decision, the RAV4 is not power-shy. Combined with the battery pack, the Toyota generates 219 horsepower. It's no F1 car, but it's pretty quick off the line and has just enough power to pass slow trucks (safely, of course). The Subaru Forester hybrid produces a combined 194 horsepower, and Subaru says the battery improves acceleration by 10 to 15%. I immediately noticed an improvement in acceleration and handling over the gas-only Forester, but it's still pretty slow compared to the RAV4. No one buys a hybrid for the power in the pedal, but the RAV4 had a lot more spirit compared to the Subaru's Interior Is More Open and Tech-Forward As I mentioned before, the high seating position paired with the large windows made it super easy to see out of. Especially since there wasn't a tablet sticking up over the dashboard line. Subaru's 12-inch infotainment screen is nicely integrated into the center console, so everything's easy to access and see. Now, I do have a bone to pick with whoever decided to bury a majority of the controls in the screen, but I at least appreciate that they're easy to manipulate and see, even with a phone mirroring program in use. Toyota's interior was much more no-nonsense, which I liked. But the typical Toyota issues with connectivity quickly showed themselves, while I didn't have a single issue with Android Auto in the Subaru. I do prefer the sound system in the Subaru, too. Both utilize traditional shifters, and have easy-to-read digital gauges that can be customized and manipulated fairly easily. But, I liked the differing colors and textures in the Subaru better. The RAV4 I drove was the XSE model, which came in the beautiful Calvary Blue with the black leather interior and blue accent stitching, which was very complementary. But the wide-open and colorful interior of the Subaru was much more Families, the Forester Hybrid Feels like Home The Toyota RAV4 hybrid is popular for several excellent reasons: it's easy to drive, easy to pack the family into, the mileage is impressive, and it's very cost-effective. The car seats were easy to install, there was plenty of room for them and their toys, and the sunroof was adored. Just like the Forester. However, the first thing my oldest said when she climbed into the Forester was how big the windows were, and the lower entry point made it easy for her to climb in and out of. The lower entry point and bigger doors made their car seats even easier to install over the Toyota, too. The upper tether point was just on the back of the seat, and it was so easy to access and secure that I didn't even need to open the trunk. Loading the truck was also easier thanks to the lower entry, making Costco trips a breeze, and unloading the groceries even easier. It felt like a more seamless addition to my family with littles, and dog owners would appreciate it, too. The Toyota's seats were leather with a fabric center, which helped the seats keep their shape after I installed car seats in it, which was a huge perk to me. The Forester's seats were a leatherette material, which was super easy to keep clean, but definitely suffered creases from their car seats.I Recommend Both, But for Different Reasons If someone were cross-examining either AWD hybrid SUV solely for the hybridization, the Toyota wins every time. Toyota's been making and refining its hybrid systems for decades, and now, on its fifth generation, the hybrid system is—dare I say it—superior to just about any other hybrid system out there. The RAV4 hybrid gets 36.2 mpg combined because Toyota's got hybrids down to a simple science, while other automakers are playing catch-up. Subaru benefits from having Toyota's engineers on speed dial, but this is the first model year of the Forester hybrid, and that always makes me wary. Now, if someone were looking at the two based on the AWD capabilities or passenger space, I'd wholeheartedly suggest test-driving the Subaru. Similar to my logic with Toyota, Subaru's been making its legendary AWD system for decades. They know better than to fix what isn't broken, and the Forester hybrid shows that. Yes, it's thirsty, but it's a testament to the system's capabilities and rigidity over an 'e-axle.' All that is to say that both are excellent choices, and I wouldn't harshly judge anyone who bought one instead of the other. Even as family SUVs, I was sad to see both of them go. Now, let's hope Subaru takes notes and gets an Outback hybrid out. Both hybrids will sell like hot cakes.
Motor 1
6 days ago
- Automotive
- Motor 1
‘That's Exactly Why:' Florida Driver Gets Stuck Behind Toyota That Won't Turn on Green Light. She Says It's an Insurance Scam
A Florida driver believes she captured footage of a commuter attempting to embroil her in a car accident scam. Snooks ( @babysnooks ) posted a TikTok showing footage of the purported hoax. Numerous commenters agreed with her evaluation of the incident. They believe the driver was, in fact, trying to ensnare her into a staged collision. Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Snooks's video begins with her at a stop behind a metallic brown Toyota RAV4. The rear of the vehicle has sustained some visible impact, as its hatch is crumpled inward. Although the light is green, the RAV4 remains motionless, its right turn signal blinking intermittently. She writes in a text overlay of her video, 'In case you wonder what it's like driving in Tampa.' She isn't just calling out poor driving habits. Snooks believes she caught the RAV4 driver attempting to frame her for an accident. 'Here's another insurance scam,' she pens. She honks at the car, but it remains motionless. After sounding her horn several times, she leans on the steering wheel, emitting a constant stream of noise at the RAV4. She can be heard laughing as she continues to record. 'I don't care,' Snooks says as her video comes to a close. Her TikTok has accrued over 708,000 views as of this writing. Florida: Scam Central Gulf Live reported in October 2024 that the Sunshine State is a hotbed for con jobs. The outlet cited statistics gathered by Investor Loss Center , which placed the state as 'the country's ultimate frontier of fraud.' Trending Now 'Her Insurance Card Is on Her Phone:' Range Rover Driver Gets Rear-Ended. Then the Person Tries to 'Gaslight' Her Over Damage Texas Woman Gets Scammed Out of $30,000 During Facebook Marketplace Truck Purchase. Here's What She Overlooked According to data, there were 1,020 reports of scams for every 100,000 residents. The most common cases of fraudulent activity were rooted in what the website referred to as 'impostor' scams. There are other types of dubious claims made by Floridians as well. Florida Daily writes that the area has only seen a rise in 'staged accidents' throughout 2024, too. Mike Friedlander, a rep for the Insurance Information Institute, told the outlet that 'unscrupulous actors are increasingly capitalizing on busy roadways.' He added that they're staging 'collisions and cash in on insurance payouts, particularly in high-traffic states.' These false reports aren't just affecting insurance companies. They're impacting drivers as well. Friedlander purportedly said consumers are paying between $100 and $300 extra in annual premiums due to such scams. The same article said that Florida's increase in auto insurance fraud and subsequent premium upticks are second only to New York and California. Florida Daily quoted Friedlander as saying that multiple entities often work together in order to extricate money from insurance companies and the drivers they cover. 'These criminals are also working in collaboration with unscrupulous medical professionals,' Friedlander remarked. He said injury clinics and attorneys are often in on the con. He said these fraudulent reports amount to expenditures of around $20 billion every year. Common Collision Scams The Department of Motor Vehicles posted a list of staged accidents that con artists routinely try to lure unsuspecting drivers into. One known as the 'swoop and stop' involves multiple vehicles. 'A car will suddenly pull in front of yours and stop,' the DMV writes. 'Another vehicle will simultaneously pull up alongside your car, preventing you from swerving to avoid an accident.' The DMV also says people will brake-check drivers behind them in an attempt to get rear-ended. Scammers may also try to T-Bone your car at an intersection while phony witnesses known as "shady helpers" are in the area, the DMV reports. These witnesses will pretend to be helpers and report to officers that you were the one at fault for the accident. The DMV additionally writes that sometimes drivers will wait in front of you and then wave you around. Then, when you attempt to pass them in the same lane, they accelerate. When the cops show up, the driver will deny ever waving you ahead and try to pin the accident on you, the DMV warns. The DMV suggests immediately notifying the police in the event of an accident and gathering as much information about the other driver, damage, and conditions. Get their driver's license number, vehicle registration info, car insurance provider, and name, address, and phone number. It may be a good idea to get their general height, weight, and ethnicity. And take pictures of the damage on both vehicles along with multiple angles of the scene. The DMV further recommends never settling accidents outside of insurance. 'Don't ever settle on site with cash; always report the accident to your car insurance company, and let them know if you suspect a scam,' it writes. Experts advise that one of the best tools for combatting insurance scams is a dashboard camera, particularly one that records multiple angles. If you have to go to court to dispute false claims made by a scammer, video and audio can provide potentially indisputable evidence to counter their lies. Capitalizing on Road Rage Numerous folks who responded to Snooks' video believed the driver in front of her was indeed attempting insurance fraud. 'That's exactly why their car looks like that,' one TikToker penned. Another wrote, 'Yall must not live in bigger cities here in Florida. This is 1000% someone trying to rage bait people behind them to then possibly get money from their insurance. Very common.' Someone else who said they also live in Tampa relayed that this type of behavior is par for the course for accident scammers. 'If you aren't from Tampa you don't get an opinion,' they said. 'That is an insurance scam and it's clear. No one knows how to [expletive] drive here.' This TikToker echoed the aforementioned sentiment, penning, 'If you live in Tampa and don't drive with a dash cam you're risking it.' Motor1 has reached out to Snooks via TikTok comment for further information. We'll update this article if she responds. More From Motor1 'Instead of Paying $300:' Woman Buys Toyota. Then She Buys Keyfob for $12 Off Amazon and Programs It Herself 'Quick Sue the Sun:' Toyota RAV4 Driver Parks Car in Front of House. Then It Starts Melting Insurers uncover 300 false claims every day as motor scams increase 'I've Never Heard of This:' Customer Rents Tesla in Florida. Then Hertz Worker Says Something Shocking About Electric Vehicles Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
