Latest news with #hybridSUV
Car and Driver
22-05-2025
- Automotive
- Car and Driver
2026 Kia Niro Hybrid Review, Pricing, and Specs
Overview The Kia Niro might not be bold or exciting, but that isn't the objective that it seeks to fulfill. Instead, it aims to deliver exactly what you'd want from a hybrid subcompact SUV and largely succeeds in that mission. Offered as either a conventional hybrid or plug-in hybrid (in addition to an EV, which we review separately), the Niro is a fuel miser regardless of which powertrain you choose. In addition to being a little less somnambulant than its conventional counterpart, the plug-in hybrid Niro also grants an EPA-estimated 33 miles of all-electric range—plenty of juice for shop-hopping. As one of just two hybrid subcompact SUVs on offer currently, we give the Niro hybrid the top spot over its only natural competitor, the Toyota Corolla Cross Hybrid. What's New for 2026? The Niro hasn't seen any serious updates since its second generation was introduced in 2023, and the 2026 model year is no different. It carries over unchanged this year. Pricing and Which One to Buy The price of the 2026 Kia Niro Hybrid is expected to start around $29,000 and go up to $43,000 depending on the trim and options. LX $29,000 (est) EX $32,000 (est) EX Touring $34,000 (est) SX $35,000 (est) EX PHEV $36,000 (est) SX Touring $37,000 (est) SX Touring PHEV $43,000 (est) We think the EX Touring trim represents the best value. It comes with a host of desirable features that aren't available on the base LX trim, including a sunroof, fog lamps, rain-sensing windshield wipers, 18-inch wheels, and the larger 10.3-inch infotainment display. A full EV model is also available, but we review that one separately. Engine, Transmission, and Performance The Niro Hybrid is powered by a 139-hp powertrain that consists of a 1.6-liter four-cylinder and an electric motor. A six-speed dual-clutch automatic transmission is standard, and the Niro is offered exclusively with front-wheel drive. A plug-in-hybrid powertrain adds a more powerful electric motor to the mix for a combined 180 horsepower. Neither model is particularly exciting to drive, but the plug-in hybrid offers perkier acceleration. 0–60-MPH Times A Niro PHEV reached 60 mph in 7.5 seconds at our test track. The standard hybrid hit 60 mph in a languid 8.9 seconds. View Photos Michael Simari | Car and Driver Range, Charging, and Battery Life The plug-in-hybrid variant comes with an 11.1-kWh battery pack that should be good for around 33 miles of electric driving range per charge. Kia says that when the car is connected to a Level 2 charger, the battery can be refilled in less than three hours. In our testing, the plug-in hybrid managed to cruise for 25 miles on the highway on electric power before resorting to the gas engine for additional range. Fuel Economy and Real-World MPG The EPA hasn't released any fuel economy information for the 2026 Niro Hybrid yet, but last year's plug-in hybrid models received ratings of 49 mpg city, 47 mph highway, and 48 mpg combined. The conventional hybrid models were rated for 53 mpg city, 45 mpg highway, and 49 mpg combined ratings. On our 75-mph highway fuel economy test route, the Niro Hybrid EX Touring managed 39 mpg; that's a significant 6 mpg shy of its EPA rating, but still impressive. The Niro plug-in hybrid returned 37 mpg in the same test. With no changes for 2026, the newest Niro Hybrid should achieve similar, or identical, results. For more information about the Niro's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo A sculptural interior design creates a contemporary feel inside the Niro. Kia has used recycled materials and natural fibers such as eucalyptus leaves for the headliner and upholstery. Passenger space is snug, but the Niro's a small crossover, after all, and it offers enough space for four adults, and its cargo area is big enough for a large grocery run. Ambient interior lighting lends an upscale touch, and a rotary shift knob is similar to what you'd find in a Genesis luxury car. In our testing, we fit eight carry-on suitcases behind the Niro hybrid's rear seats and 20 with the rear seats folded. The plug-in-hybrid model held slightly less, as its battery cannibalizes some of the cargo space, but we still fit six carry-ons behind the rear seats and 18 in total. View Photos Car and Driver Infotainment and Connectivity While the Niro Hybrid's base LX trim comes with an 8.0-inch touchscreen, a larger 10.3-inch infotainment display is included on all other models and features in-dash navigation and SiriusXM satellite radio. Both displays run the latest version of Kia's UVO infotainment system and include Apple CarPlay and Android Auto. EX trims and above get a wireless smartphone charging pad while the SX and SX Touring trims ditch the standard six-speaker stereo for a seven-speaker Harman/Kardon setup. Safety and Driver-Assistance Features A host of driver-assistance features come standard on all Niro models, including pedestrian-detection capabilities, blind-spot monitoring, and lane-keeping assist. A more advanced adaptive cruise control system with lane-centering is offered as an option. For more information about the Niro's crash test results, visit the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard forward-collision warning and automated emergency braking Standard lane-departure warning with lane-keeping assist Available adaptive cruise control with a lane-centering feature Warranty and Maintenance Coverage Kia and its sister company, Hyundai, offer one of the most comprehensive vehicle warranties available. The 10-year powertrain warranty is the cornerstone, but they beat the competition almost across the board. The only thing that's missing—for Kia, at least—is complimentary scheduled maintenance. Limited warranty covers five years or 60,000 miles Powertrain warranty covers 10 years or 100,000 miles No complimentary scheduled maintenance Specifications Specifications 2023 Kia Niro Hybrid EX Touring Vehicle Type: front-engine, front-motors, front-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $27,785/$32,685 POWERTRAIN DOHC 16-valve 1.6-liter inline-4, 104 hp, 106 lb-ft + 2 AC motors, 11 and 43 hp, 26 and 125 lb-ft (combined output: 139 hp, 195 lb-ft; 0.7-kWh lithium-ion battery pack, C/D est) Transmission: 6-speed dual-clutch automatic CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 11.0-in vented disc/10.3-in disc Tires: Continental ProContact RX 225/45R-18 95V M+S DIMENSIONS Wheelbase: 107.1 in Length: 174.0 in Width: 71.8 in Height: 60.8 in Passenger Volume: 102 ft3 Cargo Volume: 23 ft3 Curb Weight: 3217 lb C/D TEST RESULTS 60 mph: 8.9 sec 1/4-Mile: 16.9 sec @ 82 mph 100 mph: 27.4 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 9.0 sec Top Gear, 30–50 mph: 4.6 sec Top Gear, 50–70 mph: 6.2 sec Top Speed (gov ltd): 106 mph Braking, 70–0 mph: 168 ft Roadholding, 300-ft Skidpad: 0.87 g C/D FUEL ECONOMY 75-mph Highway Driving: 39 mpg 75-mph Highway Range: 430 mi EPA FUEL ECONOMY Combined/City/Highway: 49/53/45 mpg C/D TESTING EXPLAINED 2024 Kia Niro PHEV Vehicle Type: front-engine, front-motors, front-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $41,515/$41,785 POWERTRAIN DOHC 16-valve 1.6-liter inline-4, 104 hp, 106 lb-ft + 2 AC motors, 11 and 83 hp, 26 and 150 lb-ft (combined output: 180 hp, 195 lb-ft; 8.9-kWh lithium-ion battery pack, C/D est) Transmission: 6-speed dual-clutch automatic CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 11.0-in vented disc/10.3-in disc Tires: Continental ProContact RX 225/45R-18 95V M+S Extra Load DIMENSIONS Wheelbase: 107.1 in Length: 174.0 in Width: 71.8 in Height: 60.8 in Passenger Volume, F/R: 55/50 ft3 Cargo Volume, Behind F/R: 55/19 ft3 Curb Weight: 3476 lb C/D TEST RESULTS 60 mph: 7.5 sec 1/4-Mile: 15.8 sec @ 89 mph 100 mph: 20.4 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 7.6 sec Top Gear, 30–50 mph: 3.9 sec Top Gear, 50–70 mph: 5.4 sec Top Speed (gov ltd): 120 mph Braking, 70–0 mph: 185 ft Roadholding, 300-ft Skidpad: 0.83 g C/D FUEL ECONOMY Observed: 40 MPGe EPA FUEL ECONOMY Combined/City/Highway: 48/49/47 mpg Combined Gasoline + Electricity: 108 MPGe EV Range: 33 mi More Features and Specs
Car and Driver
21-05-2025
- Automotive
- Car and Driver
2026 Toyota Crown Signia Review, Pricing, and Specs
Overview Like the Crown sedan, the 2026 Toyota Crown Signia SUV is a luxurious vessel for quiet, anxiety-free motoring. All Crown Signia models are hybrid, powered by the same 243-hp four-cylinder electrified powertrain. Performance is average and handling is muted, but the Signia's target buyer is likely looking for comfort over sporting pretension. Inside, the Crown Signia offers premium materials and a contemporary design that puts Toyota's latest cabin tech at the driver's fingertips. A 12.3-inch infotainment display, wireless smartphone connectivity, and a host of driver assists are all standard. For the most premium experience, spring for the Limited trim, which comes with luxuries such as a JBL stereo, a panoramic glass roof, and heated rear seats. If you do, you'll find the top-spec Signia nearly aligned with luxury-badged SUVs such as the Lexus RX and the Lincoln Corsair. What's New for 2026? The Crown Signia was a new addition to the Toyota lineup for the 2025 model year, so we expect to see no significant changes for 2026. Pricing and Which One to Buy The price of the 2026 Toyota Crown Signia is expected to start around $46,000 and go up to $50,000 depending on the trim and options. XLE $46,000 (est) Limited $50,000 (est) 0 $10k $20k $30k $40k $50k $60k $70k $80k The Crown Signia is offered in both XLE and Limited trim levels. Although it's several thousand dollars more expensive to start, the Limited is the one to get, as it adds a panoramic sunroof, 21-inch wheels, heated rear seats, and an 11-speaker JBL stereo system. Engine, Transmission, and Performance The Crown Signia comes with an all-wheel-drive hybrid powertrain. It uses a 2.5-liter naturally aspirated four-cylinder gasoline engine and three electric motors. This produces a total of 243 horsepower, and a continuously variable automatic transmission is standard. This combination is not exactly exciting, and the engine can drone under hard acceleration, but the Crown Signia is quick enough for highway passing maneuvers in the real world. In our test drive of the Crown Signia, we found it to prioritize quiet and comfortable cruising over engaging handling, which is appropriate for this segment. 0–60-MPH Times At our test track, the Crown Signia got to 60 mph in 7.0 seconds, a comparable time to other mid-size hybrid SUVs. View Photos Toyota Towing and Payload Capacity Properly equipped with a tow hitch, the Crown Signia can tow up to 2700 pounds. Rivals such as the Honda Passport and the Toyota 4Runner Hybrid are better options for those who need to tow heavier trailers. Fuel Economy and Real-World MPG The EPA hasn't released any fuel economy information for the 2026 Crown Signia yet, but the 2025 model earned ratings of 39 mpg city, 37 mpg highway, and 38 mpg combined. In our 75-mph real-world highway fuel-economy test, it couldn't match those numbers and achieved only 32 mpg. For more information about the Crown Signia's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The Crown Signia's interior is similar to the Crown sedan's, with nice materials and a pleasant-looking dashboard design. The standard upholstery is a combination of cloth and vinyl in the XLE model, but the Limited upgrades to leather seats. The two-row seating setup offers space for five passengers, and there's a generously sized cargo area that expands when you fold the rear seats. A panoramic sunroof is optional and makes for an airier feel, and both tan and black interior color options are available. View Photos Toyota Infotainment and Connectivity A 12.3-inch touchscreen is standard across the board, as is a 12.3-inch digital gauge cluster. The central touchscreen offers wireless Apple CarPlay and Android Auto, plus many other connectivity features including Wi-Fi, over-the-air updates, and a voice assistant. The XLE trim comes with a six-speaker stereo but upgrading to the Limited swaps in an 11-speaker stereo tuned by JBL. Safety and Driver-Assistance Features Most of Toyota's latest driver-assistance features are standard equipment on the Crown Signia. All models come equipped with automatic emergency braking, adaptive cruise control, pedestrian detection, blind-spot monitoring, and lane-departure warning with lane-keeping assist. For more information about the Crown Signia's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard automated emergency braking with pedestrian detection Standard lane-departure warning with lane-keeping assist Standard adaptive cruise control Warranty and Maintenance Coverage The Crown Signia comes with the same warranty coverage as other Toyota models, which isn't as generous as rivals from Hyundai and Kia. Toyota covers the Crown Signia's maintenance for the first two years or 25,000 miles, which is a nice benefit that's not standard on other mid-size crossovers. Limited warranty covers three years or 36,000 miles Powertrain warranty covers five years or 60,000 miles Hybrid components are covered for ten years or 150,000 miles Complimentary scheduled maintenance is covered for two years or 25,000 miles Specifications Specifications 2025 Toyota Crown Signia Limited Vehicle Type: front-engine, front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $49,385/$51,675 Options: Advanced Technology package (surround-view cameras, power-folding exterior mirrors, front cross-traffic alert, traffic-jam assist, lane change assist, front and rear parking assist with automated braking), $1865; Finish Line Red paint, $425 POWERTRAIN DOHC 16-valve 2.5-liter Atkinson-cycle inline-4, 188 hp, 178 lb-ft + 3 AC motors; front: 180 hp, 199 lb-ft; rear: 54 hp, 89 lb-ft (combined output: 240 hp; 0.6-kWh [C/D est] nickel-metal hydride battery pack) Transmissions, F/R: continuously variable automatic/direct-drive CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 12.9-in vented disc/12.5-in vented disc Tires: Bridgestone Turanza EL450 Enlighten 235/45R-21 97W M+S DIMENSIONS Wheelbase: 112.2 in Length: 194.1 in Width: 74.0 in Height: 64.2 in Passenger Volume, F/R: 52/44 ft3 Cargo Volume, behind F/R: 66/25 ft3 Curb Weight: 4275 lb C/D TEST RESULTS 60 mph: 7.0 sec 1/4-Mile: 15.4 sec @ 91 mph 100 mph: 19.1 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 7.6 sec Top Gear, 30–50 mph: 4.2 sec Top Gear, 50–70 mph: 5.1 sec Top Speed (gov ltd): 118 mph Braking, 70–0 mph: 183 ft Roadholding, 300-ft Skidpad: 0.82 g C/D FUEL ECONOMY Observed: 31 mpg 75-mph Highway Driving: 32 mpg 75-mph Highway Range: 460 mi EPA FUEL ECONOMY (C/D EST) Combined/City/Highway: 38/39/37 mpg C/D TESTING EXPLAINED More Features and Specs
Telegraph
13-05-2025
- Automotive
- Telegraph
Subaru Forester review: This hideously thirsty family car is crying out for a diesel engine
The latest Subaru Forester is that rarest of things: a new car that has less power than the one it replaces. Where the old Forester could boast 148bhp, the new one has 134bhp. And while power isn't everything, you could be forgiven for wondering whether that's sufficient to power a chunky mid-sized SUV. Forester is one of Subaru's best known nameplates – second only to the Impreza in Europe, in fact – and has been around for almost 30 years and five generations. Yet this mid-size hybrid SUV has barely made a mark in the UK – in spite of the fact that such things seem to be all the rage these days. Subaru will be hoping this latest version arrests that trend. But for that to be the case, buyers will have to agree that less is, in fact, more. Pros Comfortable ride Lots of room in the back Competitive price vs 4wd rivals Cons Thirsty, anaemic powerplant So-so boot space Dated touchscreen Under the skin I've sampled this car before, briefly, on an off-roads course and a test track in Germany. Now I have a UK-spec car on the roads of rural Warwickshire – prime Forester country, in other words, where the Cotswolds bleed into the West Midlands. The new 134bhp powertrain is the only one offered; it sits somewhere between mild and full hybrids, operating the same way as the latter but with such a small battery and motor that it's only really as effective as the former. It's based around Subaru's horizontally-opposed 2.0-litre petrol engine, driving all four wheels permanently and symmetrically through a continuously variable transmission (CVT). It's not fast – 0-62mph comes up in a laboured 12.2 seconds – and neither is it particularly economical, with an official fuel consumption figure of only 34.9mpg. The inescapable impression is that a diesel engine, or perhaps a full hybrid, might have felt far more at home. What's more, with even the base model starting at a fiver shy of £40,000, it appears to be rather pricey. By comparison, an entry-level Volkswagen Tiguan or Skoda Kodiaq cost just over £37,000; a Kia Sportage, meanwhile, starts at £30,000-odd. However, none of these has four-wheel drive as standard. Indeed, four-wheel drive in an SUV is becoming an increasingly difficult to come by – fine if your SUV is going to spend its time in suburbia, ferrying kids from school to swimming pool to soft play to skating rink and so on. All-wheel drive But if you live in the sticks and regularly need to contend with slippery surfaces, or tow, four-wheel drive is essential. You'll have to spend more than £40,000 to get a version of these rivals that's so equipped, making a base-model Forester look decent value. If four-wheel drive isn't necessary, it will cost you more than you really need to spend. So despite less power, what do you get that makes the new Forester worthwhile? Subaru is keen to highlight just how deep and meaningful its upgrades have been. Its engineers have used 19 metres more structural adhesive in the new car than the old, increasing rigidity by 10 per cent. There's high-absorption mastic in the roof, with the aim of improving sound deadening, too. Inside, views outward have been improved by lowering the waistline, while medical specialists were brought in to improve the seats's support and reduce head movement. Even the area of the seats that are heated has been increased. And if you're looking for the most on-brand, Subaru-est thing about the Forester, it's this: the sat-nav system will now accept What Three Words destinations, allowing you to pinpoint specific destinations to within three metres. 'If, for example, you're a vet,' Subaru's UK MD Lorraine Bishton tells us, 'you can tell the car exactly which gate in which field you need to go to.' Touch sensitive You might therefore be expecting a fairly utilitarian level of finish inside, but the Forester actually feels pretty plush, especially compared with the dated feel of the previous version. The dashboard is attractive to look at, there's a nice amount of soft-touch plastic and while the overall effect doesn't give you quite as much of a feel-good factor as, say, a Mazda CX-5, neither does it feel like a poor relation. There are big, thunky indicator stalks and large, thumb-sized buttons on the steering wheel, all of which make the Forester feel chunky and easy to use. It's a bit of a shame this doesn't extend to a proper climate control panel, but at least there are buttons to adjust the temperature, as well as an always-on section of the touchscreen display for the rest of the settings. It's a bit of a shame that the rest of the touchscreen feels slightly archaic to use. It's slow to respond to your touch, while the graphics look like something you'd have found on a gaming console settings menu, circa 2005. Its saving grace is that it's massive, with quite a low resolution, with the result that all the icons are huge and therefore very easy to select with bouncing, joggling fingertips. Riding high But the Forester rides well enough that they won't be bouncing or joggling all that much. Granted, it can't quite mask all of the potholes and bumps, and sudden ones elicit an uncouth thump from the wheels, but the suspension set-up is very much toward the softer end of the spectrum. As a result, it doesn't go around corners brilliantly – there's a lot of body lean, while the steering feels remote and over-assisted. Not that you really buy one to sling around; even so, most of its rivals feel more planted. What does matter with a car like this is the amount of space. Here the Forester does well – mostly. It's at its most impressive in the back seats, with a vast amount of leg room; those in the front won't feel short changed, although the width of the centre console means its plastic surround can get in the way of your left knee occasionally. The boot will take 508 litres, which is… OK. But most of the Forester's rivals offer at least a little more – a Tiguan has 145 litres more. Power play What about the engine? It would be lovely to say you don't notice its lack of power on the road – but that would be a lie. This is a lot of car for the relatively anaemic powerplant to haul and it tells you about it vocally and often. The continuously variable gearbox causes it to raise its voice every time you tread on the accelerator pedal. For all that noise, you don't get much in the way of forward motion. Indeed, on a motorway you dread being caught behind a slow-moving HGV, lest you have to mash the accelerator to the floor simply to get back to cruising speed. And this is with only one person on board; fully laden, or hauling a caravan, it would feel even more of a struggle. The Telegraph verdict If you need the Forester's talents off the road, you might have been hoping that the refinements would move it closer to its less utilitarian rivals on Tarmac. They have – up to a point. The Forester is now more comfortable than ever and feels much closer to its rivals in terms of its interior finish – even if it hasn't surpassed them. But what this car really needed to finish it off was a convincing powerplant. Because it lacks one, the Forester always feels strained – especially when it's lugging heavy loads. And it's hideously thirsty to boot. If you really need a four-wheel-drive SUV that spends more time off the road than on it, maybe you can see past these flaws in favour of the Forester's genuine go-anywhere ability, as well as its competitive price. Otherwise, there are better options. The facts On test: Subaru Forester 2.0i Touring Body style: five-door SUV On sale: now How much? £44,100 on the road (range from £39,995) How fast? 116mph, 0-62mph in 12.2sec How economical? 34.9mpg (WLTP Combined) Engine & gearbox: 1,995cc four-cylinder petrol engine, continuously variable gearbox, four-wheel drive Electric powertrain: AC permanent magnet synchronous motor with 0.57kWh battery, no external charging facility Electric-only range: 0 miles Maximum power/torque: 134bhp/134lb ft CO2 emissions: 183g/km (WLTP Combined) VED: £2,190 first year, £620 next five years, then £195 Warranty: 3 years / 100,000 miles Spare wheel as standard: no (not available) The rivals Volkswagen Tiguan 2.0 TSI 204 4Motion R-Line DSG 201bhp, 36.5mpg, £46,700 on the road Choosing a Tiguan with four-wheel-drive means you have to go for the R-Line, which results in a firm ride due to the large diameter wheels. It's also quite a bit pricier than the Subaru. But the interior is more up-to-date, the boot is much larger and there's considerably more power; yet it's also slightly more economical, which really makes you wonder what the Subaru's hybrid powertrain is there for. Mazda CX-5 2.2 Skyactiv-D Homura AWD Automatic 181bhp, 44.8mpg, £41,450 on the road It's hard to see why you'd prefer the Subaru when this top-of-the-range version of the CX-5 is a lot cheaper. It's more powerful, more usable, higher quality, just as roomy, better to drive and better equipped than the top-of-the-range Forester – and, thanks to its diesel engine, it's considerably more economical, too. Unless you really need the Subaru's off-road ability, it's a no-brainer. Honda CR-V Advance AWD 181bhp, 42.8mpg, £49,030 on the road Probably a far better way to sample a hybrid SUV, now that the Toyota RAV4 is a plug-in hybrid only. The CR-V is smooth, classy, comfortable and huge inside – but it's also expensive. Yet if you do enough miles you will make your money back in fuel savings compared with the Forester.
Forbes
11-05-2025
- Automotive
- Forbes
5 Reasons To Consider The 2025 Mercedes-Benz GLC 350e
2025 Mercedes-Benz GLC 350e The 2025 Mercedes-Benz GLC 350e is a compact luxury SUV with a hybrid powertrain. It's in its third year of the second GLC generation, and the German automaker continues to upgrade it. For 2025, the key update is the return of the plug-in powertrain, last seen in the 2020 model. This sleek SUV is a great fit for someone looking for an easy-to-drive, easy-to-love machine with high-class materials, quiet cabin, and excellent fuel efficiency. A few highlights: Rivals such as the Genesis GV70, Audi Q5, Lincoln Corsair hybrid, and Lexus NX offer a similarly luxurious experience as the GLC 350e, and all of them include up-to-date technology. Which will suit you best? Here's what you need to know about the 2025 Mercedes-Benz GLC 350e to help you decide. 2025 Mercedes-Benz GLC 350e interior Standard features inside the GLC 350e include a power sunroof, a power rear liftgate, power seats, and ambient lighting. Six USB-C ports are sprinkled throughout the cabin to keep all of its occupants happy, and the standard 11.9-inch touchscreen displays all the infotainment and controls you need. Integrated into the steering wheel are touch-sensitive control buttons that are placed a bit high on the wheel for my taste, because I prefer my audio controls either behind the steering wheel or at thumb level near the bottom. That doesn't mean that will be an issue for everyone, however. 2025 Mercedes-Benz GLC 350e charging port The hybrid powertrain of the GLC 350e gets an estimated 54 miles of range on battery power alone. Mercedes-Benz says the system prioritizes the electric motor for 'the most appropriate driving situations' like city driving. You'll get a 2.0-liter inline-four engine plus a single motor combining for a total of 313 horsepower and 406 lb-ft of torque; plenty for comfortable acceleration on the highway or when passing. 2025 Mercedes-Benz GLC 350e dashboard A 11.9-inch touchscreen holds court inside the GLC 350e, showing off crisp full-color navigation graphics and the contents of both Apple CarPlay and Android Auto. In-car wifi, along with 'Hey, Mercedes' keyword activation, Bluetooth, and wireless charging are all standard. Its MBUX infotainment setup is in the third generation, and includes a broad array of information. Online navigation map updates are complimentary for the first year, and from there you can choose to continue or simply use the wireless phone interface. 2025 Mercedes-Benz GLC 350e To drive a Mercedes-Benz is to enjoy a hassle-free ride across the board. The brand takes pride in its engineering, and that's evident as a driver or passenger in a GLC 350e. Enhancing the aesthetics of the driving experience, this Mercedes-Benz has six different wheel designs. Customize the SUV with everything from a standard, simple five-spoke 18-inch wheel to a 20-inch multispoke AMG wheel that will set you back an extra $1150. 2025 Mercedes-Benz GLC 350e On average, the average American drives about 40 miles per day, reports Kelley Blue Book. On a full charge, the 2025 Mercedes-Benz GLC 350e can go 54 miles to depletion, which means this hybrid can cover the distance for most people and they can replenish the battery at home on a Level 2 charger. The GLC 350e also includes the benefit of plugging in at a fast charger while on the go; you could stop for groceries, for instance, and charge up then carry on.
The National
10-05-2025
- Automotive
- The National
Lexus LX700h road test: opulent and capable but new model lacks the X-factor
The Lexus portfolio already has a supremely opulent and potent all-terrainer in the LX600, but the updated 2025 LX model range is spearheaded by an even more powerful and luxury-laden flagship known as the LX700h ('h' for hybrid). Pairing the 3.4-litre twin-turbo V6 from the LX600 with an electric motor that sits between the engine and the 10-speed automatic transmission, the LX700h's outputs are bumped up to 464hp and 790Nm, versus 415hp and 650Nm for the lesser nonhybrid. Out in the real world, the hybrid power-train gels relatively seamlessly. The interface between petrol engine and electric motor is deftly calibrated, which means it's barely perceptible from behind the wheel that there are two separate elements providing propulsion. The instant grunt of the supplementary electric motor proves especially useful when crawling over rocks or manoeuvring between tight obstacles because it allows for precise throttle control at low speeds. The hybrid power-train also improves performance on tarmac roads, and my seat-of-the pants impression suggests the big SUV could dispatch the 0-100kph sprint in about 6.0 sec. The Lexus LX700h is a generally pleasant chariot to pedal, although its sheer opulence and raft of electronic driver aids can't mask the fact that it has a truck chassis. It shares its rugged body-on-frame platform with the Toyota LandCruiser. The LX700h's steering lacks the crispness and precision of a BMW X7, Mercedes GLS or Range Rover, while Porsche's Cayenne sits in a different universe dynamically. The Lexus can't match the firmly planted feel of the German super-SUVs and Range Rover, with its somewhat vague and floaty responses belying its utilitarian underpinnings. Ride quality is generally OK, although it gets jiggly over high-frequency bumps. This was particularly evident over a corrugated gravel road that I traversed. Adaptive hydraulic suspension enables ride height to be raised from the standard 210mm to over 250mm when crawling over large rocks or tackling towering sand dunes, so the LX700h isn't lacking versus its blue-collar LandCruiser cousin (235mm ground clearance) in this regard. My off-road adventures were limited to traversing some rock-strewn trails, gravel tracks and sand-dune surfing under the setting sun. The Lexus was able to conquer it all without breaking a sweat. The LX700h could have tamed rougher terrain, but that wouldn't have been representative of the vehicle's typical usage pattern. Few LX700h buyers are likely to bash their Dh600k Lexus across humungous boulders and get the 22-inch forged rims all scuffed up. The leather-lined Lexus LX700h is just like the lesser LX600 inside, but it features a fully digitised instrument panel that does away with the analogue secondary gauges of the non-hybrid variant. A 12.3-inch touchscreen mounted on the dashboard controls most of the infotainment functions, while a 7.0-inch secondary touchscreen that sits below it displays mostly driving-related data such as ride height, throttle and brake position and the lateral inclination of the vehicle. This screen can also be used to adjust climate-control settings. There are physical buttons and twist knobs to select drive mode, set ride height, lock the centre differential, select low range and engage Downhill Assist/Crawl Control. The overall interface is a bit of a hotchpotch as there's far too much for the eye to take in at a glance. That said, once you're familiar with the vehicle your eyes and brain figure out which bits to filter out when not needed. The seats are comfortable and supportive, so my spine and torso were none the worse for wear after a full-day safari that encompassed motorway schlepping, some rock and gravel traversing and gliding up and down sand dunes as the sun was setting. All in all, the new Lexus SUV flagship might not have the on-road finesse that you'd get in a Range Rover or any of the German super SUVs, but it can venture farther beyond the beaten track than anything else in its segment – arguably apart from the Mercedes G-Class. The question we're left asking is whether the LX700h's added cost and complexity vis-a-vis the cheaper LX600 are justified. The addition of an electric motor brings some advantages in tricky low-speed off-road conditions, as well as marginal fuel economy benefits but, apart from that, the non-hybrid model can do everything the LX700h can.
