Latest news with #PHEV
Auto Blog
2 days ago
- Automotive
- Auto Blog
2026 Toyota RAV4 Vs. 2026 Kia Sportage: Plug-In Hybrid Comparison
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. These are the leading PHEVs in the compact crossover segment Toyota revealed the all-new 2026 RAV4 in May, which is now a hybrid-only model with a powerful plug-in hybrid range-topper. Over at Kia, pricing has just been announced for the heavily revised 2026 Sportage plug-in hybrid. This gives us the perfect opportunity to compare these plug-in hybrid compact crossovers. Each boasts modern looks, a decent all-electric range, and the best performance in their respective ranges. As the RAV4 has yet to go on sale, this is an on-paper comparison highlighting key specs between these competitors. 0:29 / 0:30 Skip Ad Performance, Range, And Efficiency 2026 Sportage PHEV We've started with this category, as it's an important one for a plug-in hybrid crossover. Starting with the Toyota, it has a 2.5-liter four-cylinder plug-in hybrid powertrain with two electric motors. It produces 320 horsepower combined, which is 18 hp more than the previous RAV4 PHEV. Toyota hasn't shared the torque figure yet, but it does claim a swift 5.6-second time for the 0-60 mph run. Kia's latest Sportage PHEV has a 1.6-liter turbo four plug-in hybrid powertrain that produces 268 horsepower (up by 7 hp). The electric motor itself is also more powerful than before. Whereas the Sportage PHEV has a six-speed automatic, we expect the new RAV4 to stick with a CVT. Previous independent tests of the Sportage PHEV show that it will reach 60 in about seven seconds. While quite punchy, it's nowhere near as rapid as the RAV4 PHEV. In terms of all-electric range, the 2026 RAV4 PHEV is claimed to achieve 50 miles on a full charge, a healthy 20% increase over its predecessor. Kia, meanwhile, claims 34 miles for its Sportage PHEV. 2026 EPA numbers aren't available yet, but the 2025 Sportage PHEV managed 84 MPGe/35 mpg combined, with the 2025 RAV4 PHEV getting 94 MPGe/38 mpg. If Toyota has managed to make the new RAV4 more efficient, it should easily be better than the Kia in this area. Finally, while compact crossovers are not known for being towing beasts, the 3,500-pound maximum for the Toyota is better than the Kia's maximum of 2,000 lbs. Overall, it's a clear victory for the RAV4 PHEV in this category. Design: Butch RAV4 Meets Flashy Kia 2026 Sportage PHEV Both these SUVs look good. The newest RAV4 features many geometric creases on the body, especially along the rear doors and rear fenders. The new face is an improvement, with a tall hood and sleek headlights that seem to wrap around the front of the body. The PHEV also comes in GR Sport guise, with large 20-inch wheels, a sporty Matrix grille, and wing-type spoilers. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The basic design of the Kia Sportage PHEV is perhaps even more striking than the RAV4. Amber lighting stretches low down on each side of the crossover's face, while there is a studded grille section that's larger than before. It's also got a curvier rear-end than the Toyota. What Kia hasn't done is position the Sportage PHEV as an overtly sporty model, as Toyota has done with the RAV4 GR Sport. The Kia is more of a comfortable family vehicle that just happens to be swifter than the gas-only version. Interior: Compact Crossovers Have Come A Long Way 2026 Sportage PHEV The rugged look continues inside the new RAV4, which comes with a standard 12.3-inch digital driver's display and a touchscreen measuring up to 12.9 inches. On GR Sport models, there is microsuede and SofTex upholstery for the seats, along with sporty GR logos on the front headrests. Aluminum sport pedals and paddle shifters make it into this version of the RAV4. Source: Toyota Toyota has yet to confirm the interior dimensions or cargo specs of the new RAV4, but even if there's no improvement here, it'll still be a very practical vehicle. The Sportage PHEV looks more luxurious and high-tech at a glance. It's only available in fully loaded X-Line and X-Line Prestige trims, with standard features like a 12.3-inch touchscreen, hydrographic wood center fascia, SynTex imitation leather, and heated front seats. There are no complaints here regarding rear-seat or cargo space; the Sportage PHEV has almost 40 inches of rear legroom and a trunk measuring 34.5 cubic feet. Final Thoughts Outside of the luxury segment, there aren't many plug-in hybrid compact crossovers, but these are two of the best. Both outclass their normal hybrid siblings in terms of performance, while having the ability to drive on electric power alone. Until we drive the new RAV4 PHEV, we can't say it is definitively better than the Sportage PHEV. But based on the specs, the RAV4 is the one to choose for outright performance, superior towing, and its longer all-electric range. The decision between these two may come down to price. The 2026 Sportage PHEV starts at $40,490. We expect the RAV4 to be pricier, since the older 2025 model already costs $44,565. Pricing for the 2026 RAV4 will be revealed closer to its on-sale date later this year. About the Author Karl Furlong View Profile
News.com.au
3 days ago
- Automotive
- News.com.au
Haval H6GT PHEV plug-in hybrid review and family road test finds flashy but flawed
Based purely on figures, this is Australia's best plug-in hybrid SUV. GWM Haval has thrown down the gauntlet with its PHEV version of the H6GT, boasting an all-electric range of 180km and a further 870km using the turbocharged petrol engine. Most key rivals can only manage half that pure electric range, including challengers in the BYD Sealion 6 AWD, Jaecoo J7 and the Mitsubishi Outlander PHEV. Only available in one specification, GWM Haval has thrown everything into its flagship hybrid SUV, which starts from just below $54,000 drive-away. That's about on par with the Sealion 6 AWD Premium but more expensive than the top-shelf J7 ($47,990 drive-away), while there is also the Leapmotor C10 REEV Ultra Hybrid for $49,990. The Japanese-built Mitsubishi Outlander PHEV starts from $57,990 for the bare-bones derivatives, and pushes up to $74,490 for models with all the fruit. While the price is right, as are the numbers, our family test saw the H6GT throw up some challenges and frustrations. What do you get? The standard SUV wagon has just been released starting from $50,990. For an extra $3000 you get the coupe-like rear. Some would be asking 'does my bum look big in this?'. The answer is yes … but we've seen Mercedes-Benz have success with its coupe-styled SUVs, as has BMW who were among the pioneers. There is no short of kit, among the best complimentary gear is synthetic leather and suede trim, power tailgate with hands free function, panoramic sunroof, wireless phone charger, dual-zone aircon, 12.3-inch main touchscreen and a 10.25-inch display for the driver, heated and ventilated front seats, head-up display and an eight-speaker stereo with wired smartphone mirroring apps. Some minor changes were made to 2025 models late last year, including GWM badges replacing Haval (matt black versions are used on the tailgate instead of chrome), and voice command technology was also added to the infotainment. The latter was the most important inclusion as it saves users from having to dive into the labyrinth that is the vehicle settings. GWM has sacrificed buttons in favour of modern minimalisation and finding the various functions quickly can be challenging. When it comes to colour options, white is complimentary, red, blue, black and grey are an extra $495. Capped price servicing is available, and remains at the lower end of the scale – the first five all are $400 or below, but the fourth jumps to $705 due to a range of fluid replacements and new spark plugs. Warranty coverage is above mainstream average at seven years and unlimited kilometres. Use a fast public charger and the battery will be replenished from five per cent to full in about an hour, while going from 30 to 80 per cent would take 26 minutes. A home AC charger can take a flat battery to full in six hours, but double that using the standard household power point – on test we saw just below 10km for every hour of charge. How was the drive? On paper the H6GT looks outstanding. Using the launch control it can rip from standstill to 100km/h in less than five seconds courtesy of 130kW front and 135kW rear electric motors supported by a 1.5-litre turbocharged four-cylinder petrol engine, which collectively combine for a hefty 321kW and a muscular 762Nm of torque. They are massive numbers for a family SUV, but typically the call to set quarter mile records on the way to footy training are limited. Transitioning between petrol and electric power is all done seamlessly, and in the majority of circumstances the ride is smooth and the acceleration is punchy. Yet attack the corners with enthusiasm and H6GT suffers from body roll and the 19-inch rubber battles for grip, while a wooden brake feel doesn't generate much stopping confidence when you jump on the anchors. The brake and accelerator pedals are also positioned too close together. With a 12m turning circle it can mean more steering wheel twirling in tight carparks. The greatest frustrations came from cabin controls due to the lack of physical buttons. Finding various functions, like changing driving modes and turning on the seat heaters, was challenging and time-consuming through the menus. Shortcuts can make the job simpler but it still requires screen access. Achieving more than 1000km with combined petrol and electric power is possible, with the hybrid doing its best work around town and in traffic rather than long highway runs. Would you buy one? Kel: From the outset I was excited with the styling. But I found the driving experience to be mediocre and the new car smell was an acquired taste. Shortcuts through the touchscreen improve the functionality but I'm somewhat old-school and prefer toggles, dials or buttons. There were too many frustrations for my liking. Grant: There was a love-hate relationship throughout our test. Awesome electric range, punchy performance, and the ability for both driver and passenger to ask for various things – such as 'turn down the aircon', 'turn on seat heaters' and 'change to sport mode' – was cool. But really, buttons would probably be faster. GWM Haval has got so many elements right, but some of the typically easy basics made driving hard work.
Auto Blog
3 days ago
- Automotive
- Auto Blog
Toyota Rumored To Be Working On Plug-In Hybrid Pickup Truck
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Could America also be in line for a more efficient mid-size pickup? Hybrid pickups have become increasingly popular in recent years, with Ford and Toyota leading the way in the U.S. However, these have been conventional hybrids that can't be plugged in. It seems that plug-in hybrid systems – which add a lot more weight and complexity – are not yet considered a good fit for pickups. That could be set to change over at Toyota, with a report from Japanese magazine Best Car indicating that a PHEV version of the Hilux pickup could be sold when the new one arrives in March next year. While America has the Tacoma, the Hilux is Toyota's mid-size pickup in other markets, so could a Tacoma PHEV be on its way here too? 0:03 / 0:09 Thinking about buying a Toyota RAV4? These 5 rivals might change your mind Watch More Plug-In Hybrid Could Be Toyota's Most Efficient Pickup Yet Source: Toyota Based on a Drive report, Best Car suggests that the plug-in hybrid Hilux will appear alongside the diesel variant in March next year. No technical details were shared, so it's unknown what this hybrid pickup's battery capacity or all-electric range could be. It would be a far cry from any other Hilux, as Toyota has so far only gone as far as installing a 48-volt mild hybrid system in the pickup. In America, Toyota's midsize Tacoma can be ordered with a non-plug-in hybrid powertrain known as the i-Force Max. Producing 326 horsepower and 465 lb-ft of torque, it has a lot of power, but its efficiency of 23 mpg is good rather than remarkable, and merely matches that of certain non-hybrid Tacomas. Tacoma PHEV Possible As Toyota Targets Increased Plug-In Sales Source: Toyota According to an article from CNBC in May, Toyota plans to increase PHEV sales volumes in the USA from 2.4% last year to 20% by 2030, as the brand continues prioritizing hybrids over EVs in this market. 'We are going to grow our PHEV volume through the lineup over the next few years,' David Christ, head of the Toyota brand in North America, told CNBC at the time. 'We love the PHEV powertrain. We're working to increase, perpetually increase, the amount of miles you can drive on EV-only range.' Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. While that statement doesn't guarantee there'll be a Tacoma PHEV, Christ didn't rule out any particular segment of body style, either. Toyota has experience with smaller PHEVs like the RAV4 and Prius, but the Tacoma is a much larger, heavier vehicle, so may require an all-new engine. Then again, the 2026 RAV4 PHEV makes 320 hp, so it's not lacking in power. If the rumors hold and the Hilux PHEV succeeds in markets like Australia, this could encourage Toyota to work on getting a Tacoma PHEV developed. Ford already sells a Ranger PHEV elsewhere, so this could make for a spicy tussle at some point in the future, should both automakers release such models here. About the Author Karl Furlong View Profile
Auto Blog
3 days ago
- Automotive
- Auto Blog
I Drove the 2025 Toyota 4Runner TRD Pro vs. Jeep Wrangler Rubicon 4xe: Which Hybridized Bruiser is Best?
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Two off-road-ready machines with different personalities The Jeep Wrangler has been around for a very, very long time. Its history is about as American as apple pie, hot dogs, and the fourth of July (since, you know, their inception was born from what the GIs drove during WWII). They were built to be resilient and capable, and boy, were they. The 4Runner's story is similar—it was developed in 1984 to take on the American CJ-7, Ford Bronco, and Chevy Blazer. All off-road-ready SUVs that were affordable, rugged, and highly sought after. Thus, the Wrangler and the 4Runner have been butting heads and locking antlers ever since. Owners of both vehicles tend to be very cult-y in their love for their off-roader, and for good reason. Toyota has been hard at work developing and improving its best-selling off-road SUV, and the Jeep has been handed off to several companies by now, but it still remains the best-selling off-road SUV in America. After it was hybridized as a PHEV in 2021 (that doesn't get that great of gas mileage, but… I digress), it quickly became America's best-selling hybrid that year. The 4Runner is also a hybrid now, and similar to the Jeep, not getting very good mileage. Once again, we find ourselves asking: is one better than the other? Let's dig in and find out. I was not a fan of the i-FORCE MAX hybrid system… At all. But Jeep's wasn't much better Before reviewing the 2025 Toyota 4Runner TRD Pro, I had the opportunity to review a 2025 Toyota Land Cruiser, which debuted Toyota's 2.4-liter turbocharged four-cylinder engine mated to a 1.87 kWh NiMH battery pack, working in tandem with a 48 hp electric motor. Combined, it makes about 278 horsepower. It's not at all comparable to the hybrid setup in the RAV4 or the Highlander. In fact, on Toyota's website, it describes the i-FORCE MAX as such: 'a hybrid system for Toyota trucks and SUVs that's been designed for towing and off-road use without sacrificing fuel efficiency.' Source: Kristen Brown The Land Cruiser disappointed me because the hybrid configuration was incredibly harsh, abrasive, and very difficult to become acquainted with. Mileage driving around town and on the highway wasn't great—I averaged about 17 mpg, which, all things considered, wasn't all that terrible for what's basically an AWD SUV that is only 4WD when you lock the diffs. But shifting was rough, the start-stop function was incredibly harsh starting from a stop, and when the gas engine would kick on, it would lurch so far forward I worried I'd accidentally rear-end someone. The SUV had only 5,000 miles on the clock. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The 4Runner was only slightly better, and my tester had 1,900 miles on the odometer when it arrived from the fleet company. I had the same complaints, but was expecting slightly better mileage since the 4Runner has a part-time 4WD system. So, instead of being AWD until the diffs were locked, it was FWD. And I got around the same, 17.1 mpg. Source: Jeep For the Jeep, mileage wasn't much better, either. I got around 20 mpg, which for a plug-in hybrid was pretty disappointing. It has about 22 miles of range in EV mode, which is on par with most PHEVs on the market, and was great for completing daily tasks without burning gas. The 4Runner doesn't have an EV mode, so that's a serious perk for environmentalists. But it's the gas engine that kills it. The Jeep is fitted with Fiat's 2.0-liter turbocharged inline four, and it makes 375 combined horsepower, thanks to its larger 17.3 kWh battery pack. But, as you've read, a bigger battery pack doesn't necessarily mean better mileage. I guess that's what we get for choosing hybridized off-roaders, right? Especially since neither SUV was known for its MPG figures, even as gas-only cars. Both SUVs truly shone off-road Since the 4Runner's hybrid motor is more for performance than it is mileage, there's a lot of low-end torque to enjoy from that battery when you're off-road. Dropping the TRD Pro into 4Hi was as easy as pushing a button and turning a dial on the center console. Once it was in 4WD, you could choose between Mud & Sand, Rock & Dirt, Mogul, and Snow. Mogul mode is a transmission and engine tune that's designed for bumpy terrain, inclines, and v-ditches, according to Toyota. Trails in Bend are mostly dusty with the occasional washout and rocky section, so we stayed in Rock & Dirt. Source: Kristen Brown The 4Runner comes with a sport-style exhaust that, even though it's a four-banger, sounds very reminiscent of the 4.0-liter V6 of the previous generation. It was a great sound while off-roading, and overall helped complete the 4Runner's rugged feel. It had other handy and easy-to-access features, like a quick sway bar disconnect, a rear locking differential, and of course, a 4Lo and 2Lo setting, as well as a tow/haul mode. The TRD Pro is rated to tow 5,800 pounds, which is respectable for a four-cylinder. I'm a little skeptical of towing that much with a smaller engine, but the EV battery gives the 4Runner a performance boost with instant torque and added horsepower. The 8-speed automatic helps, too. No CVTs here. The Wrangler 4xe isn't as smooth off-road, but it is a Jeep. Both have fixed, off-road-ready suspension setups, so they're bumpy and trucky feeling, but everything you expect them to have is there. It has 4Lo, 4Hi, 2Hi, 2Lo, and like the 4Runner, a crawling cruise control function where you can set a certain speed, the car handles the accelerating and braking. The driver handles the steering. It's a fun feature if you're alone and unsure about maintaining braking while going down a decline. If you go for the Rubicon trim, which is more on par with the TRD Pro's pricing and features, it comes from the factory with 33-inch AT tires, front and rear locking diffs (the Toyota only has a rear locker), and reinforced underbody protection (which the Toyota also has). Source: Jeep I have a 2006 Jeep Wrangler, so off-roading in the 4xe felt very familiar. It was an easy transition from a 20-plus-year-old Jeep to a brand-new one. Like my TJ, it had very minimal cargo space, even with four doors and limited visibility, but like the 4Runner, the Jeep had plenty of cameras to help you navigate steep inclines, reversing, and predicting where your tires were heading. However, Toyota's off-road cameras were incredibly frustrating since they'd automatically turn off if you drove over a certain speed. I feel like the cameras are especially useful if they stay on until the driver deactivates them. In the Jeep, the cameras will stay on when 4Lo is active, regardless of speed. In 4Hi, the cameras will turn off if the car goes over 8 mph. Aside from those discrepancies, both off-roaders left me smiling after a day out. The Jeep, naturally, is a little more off-road-centric Don't get me wrong, the 4Runner TRD Pro is plenty capable, but the Jeep puts up some stiff competition for the Toyota. At the base, both the Toyota and the Jeep have 9.7 inches of ground clearance. The TRD Pro trim comes in at 10.1 inches, and the Rubicon barely wins at 10.8 inches. But it's not just ground clearance. The Wrangler 4xe has better approach and departure angles, with 47.4 and 40.4 degrees. The Toyota's approach angle is 33 degrees, and the departure angle is 24 degrees. So, as you'd expect, the PHEV that comes from a long line of militaristic off-road SUVs is better suited for extreme off-roading. Source: Jeep That's not to say that the 4Runner isn't capable, though. The 4Runner has been around for decades and has had plenty of time to improve since its introduction in 1986. It can rock crawl and keep up with the Wrangler just fine, but maybe not stock. A lift, different rear and front bumpers would be needed to keep up, while the Wrangler Rubicon 4xe is designed to do it all from the factory. Additionally, you can remove the doors and the top on the Wrangler. You can't do that with the 4Runner, but you can still roll the very back window down, which is a great feature–especially for dog owners, or if you're camping. There is one feature, though, that would make me choose the 4Runner over the Jeep, and that's the integrated compressor. In the trunk is a little screen where you can choose to inflate or deflate all four tires (and the spare), and choose the PSI. All you have to do is hook up the air hose, which is under the cargo mat close to the tailgate, plug it into the tire's valve, and let'er rip. It really was that easy. My husband and I didn't even have to read the instructions. The Wrangler comes with an inflator and repair kit, but it's not integrated like the Toyotas. We were able to lower a tire down to 10 psi and then inflate it back to 35 psi in just a few minutes. Since it's integrated, you never have to worry about whether or not you remembered your portable compressor. It's always with you. Interior-wise, both have been beautified over the years, and both carry an obvious off-road look to them. The Jeep felt a little more technologically advanced while the Toyota felt more analog, with more buttons and knobs than screens. Both had their fair share of screens, but I preferred the open, familiar feel of the Toyota over the Jeep. As far as on-road comfort is considered, the Toyota is the winner There's a reason I don't drive my own Wrangler every day, and that's because it's not very comfortable. The lift, large tires, and soft top make it noisy, difficult to keep in a straight line, and not very fast. The Rubicon 4xe comes with a hard top, and it's much more stable, but it's still pretty noisy and uncomfortable as a daily. This would be the car I'd drive strictly to and from the trail, and of course, on the trail and while I'm camping. But I definitely wouldn't choose to drive the Rubicon 4xe daily over my Subaru Forester. Especially since the Subaru gets more mileage (and a better safety rating). Source: Kristen Brown The Toyota was incredibly easy to load my kids into, maybe marginally easier than the Jeep. Since it's more of a traditional SUV that can handle doing Jeep things, it was exceptionally more comfortable driving every day. The suspension was very truck-y, but it was much cozier for my toddlers and my husband than the Jeep. The interior was much quieter, the visibility was better, and my toddlers loved the sunroof and the large, tinted windows in the rear. It also had a larger trunk than the Wrangler, which makes it better suited to daily driving. As I mentioned before, the Toyota barely got better mileage than the Wrangler, but if you were to choose one to drive daily, the Toyota would be the obvious choice. Both are notably expensive, though 'Affordable' is not synonymous with either off-roader. However, compared to what you get for the price, it's not all that unreasonable. The Jeep Rubicon 4xe starts at $63,390 and can go up to $72,340 for the Rubicon X 4xe, which is the 'premium' version with leather and heated seats, a heated steering wheel, color-matched hard top, and 35-inch tires. The Toyota 4Runner TRD Pro, which is the most capable trim level, similar to the Rubicon, starts at $66,900. So, if you go for the more rustic version of the Jeep, it's cheaper than the Toyota by a few grand. This is when I hear people saying, 'But you get what you pay for,' and they'd be absolutely right. Final thoughts Both are incredibly capable, attractive, and proven off-roaders with a long list of achievements and reasons to be proud. I'm going to betray my own Jeeple here and say that for the money, I'd choose the Toyota. I'm a family woman now, and being able to carry my kids, my husband, their belongings, and have the ride be relatively comfortable while knowing exactly what it's capable of makes that price tag fairly reasonable. The Wrangler's PHEV powertrain is attractive due to its EV mode for daily tasks and a boost in low-end torque while off-road, but it's not comfortable enough to drive daily with toddlers. If I'm spending over $60,000 on a rig, I want to be able to drive it every day. Source: Kristen Brown If I didn't have toddlers, the Jeep would be the one I'd choose because comfort or a high safety rating doesn't matter as much to me if I were alone. If you were buying one of them to have as a second vehicle strictly for off-roading, the Jeep is also the obvious answer. But if you're looking for something that can do both daily driving and trails in Moab, Utah, the Toyota is the best choice. It all just depends on what you want out of either vehicle, as they're so similarly priced and have very similar features. But that integrated compressor is *chef's kiss*. About the Author Kristen Brown View Profile
Auto Express
4 days ago
- Automotive
- Auto Express
New BMW 530e review: a brilliant premium PHEV
The BMW 5 Series plug-in hybrid is an exceptional all-rounder. It's big, practical, beautifully built and good to drive, while the plug-in powertrain is one of the most rounded of its type. Run one in the right way – either as a private buyer or company-car driver – and it has the potential to cut your running costs considerably. This is the best premium hybrid car on the market, bar none. Advertisement - Article continues below Plug-in hybrids have come a long way in a relatively short space of time. Gone are the days when a meagre 20-mile EV range made connecting to the mains a trivial task; many will now manage three times that distance, with the added advantage of being substantially more efficient when the batteries run dry. The latest BMW 530e is the perfect example of just how good these PHEVs have become. This is a five-metre-long, near-300bhp executive saloon car with a 62-mile WLTP-rated electric range that'll still do 40mpg or more on a longer run. Add in the usual levels of luxury, and it makes the otherwise excellent all-electric i5 look really rather expensive. Of course, the age-old argument is that if you can do most of your daily duties in a PHEV – and remember, the average UK driver apparently does less than 20 miles a day – then an EV should also tick a lot of boxes. But by going for the hybrid, you'll save the best part of £15,000 on a like-for-like M Sport Pro spec – or the equivalent of around £200 per month on a PCP finance deal. Skip advert Advertisement - Article continues below View 5 Series View 5 Series View 5 Series View 5 Series You'll trade the i5's 81.2kWh (usable) battery for a smaller 19.4kWh unit, of course, but with the added reassurance of a 2.0-litre turbocharged petrol engine – extending the i5's 356-mile range to 600 miles or more. Advertisement - Article continues below Better still, in our hands, we've actually beaten the 530e's claimed 62-mile maximum; a recent journey in a Touring estate model saw us cover 63 miles over a mixture of urban and rural roads, plus faster dual carriageways, without using a drop of fuel – and still with 13 per cent battery charge remaining. By nudging 70 miles of range, the 530e is within spitting distance of the Mercedes E 300 e when it comes to outright EV efficiency. Speaking of efficiency, we've found the 530e easily capable of 40-45mpg even when low on charge; the clever hybrid system ensures the high-voltage battery is never truly empty, leaning on the effective regenerative brakes, and shutting down the engine when coasting. On a single journey of over 180 miles, we returned an engine-off eDrive share of 41 per cent. Company car drivers may be drawn to the electric i5's three per cent Benefit-in-Kind (BiK) grouping, but the 530e's strong range and low emissions only attract a nine per cent rating. That's equivalent to an extra £1,300-ish per year for higher-rate tax payers, which is quite a chunk of money, but the flexibility of a plug-in powertrain could be enough to swing the deal. Advertisement - Article continues below Skip advert Advertisement - Article continues below Anyway, enough about fuel economy and costs, what's the 530e like to drive? You might reasonably expect a tale of two halves – petrol and electric – but in reality, the way the 5 Series PHEV blends its two power sources means one doesn't feel enormously different to the other. Refined, smooth and reasonably punchy, the 530e quietly goes about its business in EV mode, belying its size while cocooning you from the outside world. Breach the parameters for electric-only running – either by flooring the throttle or running low on charge – and the engine kicks in almost seamlessly, adding assistance without disturbing the peace. You still get that initial hit of electric torque as the e-motor fills in the gaps that might be felt in a non-hybrid alternative, building speed in a linear fashion; the 5 is fast enough (0-62mph takes 6.3 seconds) without ever feeling particularly quick. There are various drive modes, though the two of note are 'Efficient' and 'Sport'. Both do as they say on the tin, with the former prioritising EV power, and the latter forcing the petrol engine to fire up for peak power. This will hold the battery's charge, and even top it up slightly during sustained use. There is a 'deactivate electric' setting in the infotainment sub-menus, but in our experience, it doesn't always do as it's told. Yet arguably the best bit about the 530e (and any 5 Series for that matter, including the BMW i5) is that it still manages to drive like a BMW. Its responses are sharp, and despite weighing over two tonnes, it feels relatively deft on a twisty road. Beware of its size though – this is not a small car, and at times feels more akin to an old BMW 7 Series than a modern 5. Especially when parking. Advertisement - Article continues below Skip advert Advertisement - Article continues below Inside, the high-quality cabin shows absolutely no signs of cost cutting. The usual BMW-style thick-rimmed steering wheel is present and correct – one of the things we don't love, incidentally – but it's wrapped in beautifully soft material, and complements the soft-touch dashboard and doors. The widescreen infotainment is among the best in the business, too, and even comes with the firm's soon-to-be-phased-out iDrive clickwheel. It's handy, although if you favour Apple CarPlay or Android Auto, you might be surprised at how little you use it. Space is another highlight. The back seats are roomy enough, if not quite limo-like, and the boot – at 520 litres – is 30 litres larger than you'll find in the i5. As mentioned, there's a Touring estate if you need the extra room, with that car's fold-flat seats opening up a gargantuan 1,700 litres when necessary. Model: BMW 530e M Sport Pro Price: £62,655 On sale: Now Powertrain: 2.0-litre four-cylinder petrol PHEV Power/torque: 295bhp/450Nm Transmission: Eight-speed automatic, rear-wheel drive 0-62mph: 6.3 seconds Top speed: 143mph Economy/CO2: 403.5mpg/15g/km Size (L/W/H): 5,060/1,900/1,515mm Tempted by the BMW 5 Series? Compare prices for this executive car and its rivals with our Find A Car service... 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