"The Hyundai i20 is more fun than before and lots of tech has been added as standard"

The supermini class is one of the most hotly contested in Europe but that's not stopped the Hyundai i20 winning praise in the past. The previous model was always a sensible choice, thanks to its reliability, practicality and low running costs. The new version continues this theme but is more fun to drive too.

That's important in a class that contains not only the Ford Fiesta but the latest Renault Clio, which is also better to drive than before. The latest i20 has been developed with a hot ‘N’ version in mind, and feels firmer as a result.

Just one engine is available at launch, so it's a good job it’s likely to be the pick of the range when others arrive anyway. The 1.0-litre three-cylinder turbo has 99bhp, which is peppy enough and feels smooth and refined. It's also fitted with mild-hybrid tech that recoups energy as the car slows down, boosting efficiency by powering the car's systems and bolstering acceleration.

The result is a competitive 54.3mpg fuel consumption figure with 118g/km of CO2, which is also helped by an innovative system that can decouple drive from the gearbox when you come off the throttle, allowing the car to 'coast' with the engine temporarily switched off. If that sounds jarring, know that the i20 has one of the smoothest mild-hybrid setups we've tried so far.

The i20's interior is a bit of a mixed bag but there’s more good than bad. On the positive side, there's lots of tech and space. Hyundai has fitted a new eight-inch touchscreen to the left of the instrument binnacle, with clear graphics, and there's a 10.25-inch digital instrument panel. Features like air-conditioning, Android Auto and Apple CarPlay also come as standard in the entry-level SE Connect trim. There are almost no options available but Premium trim adds LED lights, folding mirrors, auto wipers, heated front seats and even a heated steering wheel, along with 17-inch alloy wheels. Ultimate gets big-car features like keyless entry, a Bose sound system and contrasting roof colour.

What's slightly disappointing is some of the interior materials, because while the swooshes across the dashboard look quite good, there's a lot of hard and scratchy plastic lower down in the car. There's more chrome or gloss-black trim in the Fiesta and Clio, and even cheaper plastics tend to be patterned to make them look more attractive.

There are no worries about space, with enough room in the back for two six-foot adults, which is about as much as you can ask for in a supermini. Its 352-litre boot is also plenty big enough for a car in this class, easily beating the 311 litres of the Fiesta. Hyundai has also fitted the i20 with plenty of safety kit, clearly wanting to better the four-star result of the outgoing i20. Its 'SafetySense' suite of technology includes active safety kit like autonomous emergency braking to help mitigate collisions.

MPG, running costs & CO2

An efficient petrol engine and smooth mild-hybrid technology reduce running costs

There's just one engine available in the Hyundai i20 initially, so you won't have to worry about scouring the brochure - or this review for that matter - to decide which to pick. Instead, it's a question of whether the Hyundai stands up to its rivals, of which there are many.

Hyundai i20 MPG & CO2

The 1.0-litre turbocharged petrol engine benefits from a 48-volt mild-hybrid setup, which works silently in the background harvesting energy and storing it in a small battery pack. This can be used to power the car's systems, improve the stop-and-start system and give acceleration a helping hand, taking some strain off the engine and boosting fuel-efficiency.

Clever fuel-saving tech doesn't end there because the gearbox can also decouple from the engine when your foot is off the accelerator, increasing fuel-efficiency by 3-4% by itself. Hyundai has also gone to significant efforts to make the i20 lighter, and together, all these measures give it an official figure of up to 55.4mpg - an increase from 48mpg in the old model.

CO2 emissions of 118g/km ensure it won't break the bank for company-car drivers paying Benefit-in-Kind tax, and it costs £150 a year in VED.

Insurance groups
Insurance rankings for the latest Hyundai i20 haven't been confirmed yet but its affordability, reliability and small petrol engine should ensure it's affordable to cover for most drivers. The outgoing model spanned groups six to 15 out of 50.

Warranty
Hyundai scores here because while its five-year/unlimited-mileage warranty isn't quite class-leading (some rivals offer seven years of cover), we think it will satisfy most buyers while exceeding the length of most lease deals. It also makes the three years of cover offered by the likes of Ford and Volkswagen look rather short.

Servicing
Hyundai offers fixed-price servicing plans that are well worth considering as part of the deal. Costing around £500 for three years and £1,000 for five years, they cover all routine maintenance and can be paid monthly, making the cost of ownership more predictable.

Engines, drive & performance

Buyers never really chose the i20 for its fun handling but the new version could change that

Anyone expecting the i20 to serve up a soft, disconnected driving experience clearly hasn't been behind the wheel of a recent Hyundai. The Korean cars are now some of the best to drive in their respective classes, and the i20 has impressive body control.

This does mean the suspension is reasonably firm but the chassis works well enough to smooth out most road imperfections without losing its cool. In versions with 16-inch alloy wheels, speed bumps are also dealt with in a nicely cushioned manner, but higher trims with 17-inch wheels may be a little less comfortable.

Hyundai i20 petrol engine

The 1.0-litre, three-cylinder turbo petrol engine is a real highlight, spinning smoothly up to 3,500rpm, at which point it's best to change into the next gear thanks to its handy supply of pulling power. Thanks in part to the mild-hybrid assistance, it feels willing from barely above tickover, making it easy and relaxing to drive.

Unlike some three-cylinder engines, there's no shaking or vibration, even when the engine cuts out and starts back up as you're driving along to help save fuel. It's one of the smoothest mild-hybrid systems we've tried so far.

Interior & comfort

There are serious tech upgrades inside but some cheap-looking materials disappoint

The interior design has been completely overhauled, with a look inspired by executive models that includes a large screen perched above the dashboard, adjacent to the instrument binnacle. There's a serious amount of kit, and everything feels well screwed together, but perceived material quality appears lacking compared with the Ford Fiesta and especially the Renault Clio - our current class favourite.

Hyundai i20 dashboard

Get behind the wheel, and the i20 feels modern and functional, with two 10.25-inch screens on higher trims - one above the dashboard and one inside the instrument cluster. Both are mounted near the base of the windscreen, making them easy to check at a glance. The main screen comes with Apple CarPlay and Android Auto, while the instruments change colour if you change the car's driving mode.

There are rotary dials for the climate control, which are easy and fast to use, and the dashboard has accents that span outwards from the air vents. The only disappointment is the look and feel of some materials; the dashboard and lower sections of the interior are swathed in a selection of black and grey plastics that aren’t very tactile. In the Fiesta and Clio, there are grains and patterns, and some chrome and gloss-black finishes.

Equipment

Even the entry-level SE Connect trim boasts a reasonable level of equipment but costing from around £18,500 it's no bargain basement supermini - a Renault Clio in Iconic trim costs under £17,000. An eight-inch touchscreen and 10.25-inch digital instrument panel is standard, however (the Iconic model of the Clio has analogue gauges), and there’s cruise control, air-conditioning, Apple CarPlay and Android Auto.

Step up to Premium (costing around £2,000 extra) and upgrades include LED headlights and rear lights, folding door mirrors, automatic wipers, climate control, heated front seats, a heated steering wheel and 17-inch alloy wheels. It's an impressive haul; a heated steering wheel is still a costly extra in some executive cars.

The range-topping Ultimate trim (for around £1,500 more) looks more stylish thanks to a contrasting roof, while added tech includes keyless entry and wireless smartphone charging.

Options

Hyundai tends to shy away from offering lots of options, instead nudging customers towards the trim level with all the equipment they'll need. One of the few things you can splash out on is a metallic or pearlescent paint finish, costing £550. This is a similar price to most rivals, but the SEAT Ibiza does come with free metallic paint.

Practicality & boot space

The Hyundai i20 has interior space not far off a family hatchback

Equipment and practicality have been two feathers in the i20's cap throughout its history, and that remains the case here. It has a big boot and the interior is large enough for couples, or families with a child at a push.

Hyundai i20 interior space & storage

Most vehicles have grown in recent years, and when you consider that four six-foot tall adults can sit fairly comfortably in the i20, you could argue superminis can't really get much bigger without treading on the toes of family cars.

The impressive rear legroom will also come in very handy for parents with a bulky child seat, making it possible to fit it into the ISOFIX mounting points without having to slide the front seats all the way forwards.

Boot space

Sitting vacant behind the back seats, there's 352 litres of luggage space waiting to be filled up. That's very close to what you get in a Ford Focus (375 litres) or Volkswagen Golf (380 litres), while also very competitive in the supermini crowd. The Ford Fiesta is smaller with 311 litres, the Volkswagen Polo has 351 litres and the Renault Clio is bigger, with up to 391 litres in the petrol version.

Reliability & safety

Hyundai has a good reputation for building trustworthy cars

This is another area where the Hyundai scores strongly, thanks to a good reputation for reliability and safety, so we're hoping the i20 can top the four-star safety rating of its predecessor.

Hyundai i20 reliability

The outgoing Hyundai i20 came 68th out of the top 75 cars in our 2020 Driver Power survey, which isn't a bad result for a car just about to go out of production. Most impressively, just 4.2% of owners reported a fault in the first year - a lower proportion than the 17.3% of Ford Fiesta owners.

Safety

Hyundai isn't happy to settle for a sub-standard Euro NCAP safety rating again, giving the i20 one of the longest lists of active and passive safety equipment in the industry. Called Hyundai 'SmartSense', it includes intelligent speed-limit assistance, lane-keeping assist, autonomous emergency braking and automatic high-beam activation for the headlights. Lane-follow assist is added if you step up to Premium trim, while the Ultimate version adds blind-spot monitoring and cyclist detection.

Source: carbuyer.co.uk

While it still won't raise your blood pressure, the new Camry has a fresh face, an updated infotainment system, and a lower price.

Unlike the rest of the Toyota Camry lineup, which purports to be infused with sportiness, the 2021 Toyota Camry XLE hybrid is a sedan after more traditional Camry traits such as a supple ride, impressive fuel economy, and a handsome interior. The updates to the hybrid are focused on areas that either needed attention or, in the case of last year's front-end design, less attention.

That new front fascia swaps out the old snowplow-like lower grille with a less-in-your-face design. The look is sleeker and more mature and attractive than before. Inside, the Camry swaps out hard plastic for the soft-touch kind on the door panels. There's a choice of two new more touch-responsive screens. Measuring 7.0 or 9.0 inches, each offers volume and tuning knobs flanking either side of the screen, like an old radio. Upgrading to the larger touchscreen with navigation, Apple Car Play, Android Auto, and the nine-speaker JBL audio system is definitely recommended, even with the $1,760 price. Despite switching to a new layout, a larger screen, and a better organized menu structure, much of the old infotainment system lingers behind with outdated graphics and clunky software that isn't as intuitive and easy to use as competitors. The Camry faithful may notice that the XLE has a slick new herringbone pattern on the leather seats.

Powering the most fuel-frugal Camry is the same Atkinson-cycle 2.5-liter inline-four and electric motor combination as before. The two power systems put out a combined 208 horsepower to the front wheels. While acceleration around town is adequate, it's not the same story at higher speeds. When pressed into duty in a passing maneuver or sustained acceleration, the powertrain emits an unpleasantly gritty engine note during passing maneuvers. Toyota's 2.5-liter four is a bit loud, a trait made more apparent by the continuously variable automatic transmission's propensity to keep the engine at one rpm.

The powertrain does transition smoothly from electric to gas and electric, and the ride is soft and quiet. EPA ratings remain where they were last year: 46 mpg combined, 44 mpg city, and 47 mpg highway. Buyers who might have skipped the hybrid last year because of its lack of sportiness might be interested in the first-ever Camry XSE hybrid, which promises to combine the sporting looks of the XSE with the fuel economy of the hybrid.

Our fully loaded Camry hybrid XLE exists at the top of the Camry food chain with a price of $33,165. Surprisingly, that price is $560 less than it was for 2020. Compare base prices, and the hybrid Camry is a big $3000 or so less than the Honda Accord hybrid and the Hyundai Sonata hybrid. Even with every available option, the Camry is only about $1,500 more than the base Accord and Sonata hybrids. The Camry hybrid is apparently about more than saving gas, it's about saving money and saving face.

Source: caranddriver.com

Seven-seater version of beautifully built Lexus hybrid SUV

The Lexus RX L is a seven-seated version of the Lexus RX, a large SUV that's been offering buyers the choice of hybrid capability for 20 years.

Hybrid SUVs scything through big cities might be commonplace now, but it wasn't the case in the late nineties. Then Lexus came along with the original RX, changing the way posh city dwellers drive. Now people could choose a large car with an imposing seating position that was also kind to the environment.

The RX is equally as good away from tight city streets, and now it has another string to its bow - seven seats, in the form of this RX L.

The RXL goes toe-to-toe with the likes of the Audi Q7, Volvo XC90, BMW X5 and Range Rover Sport. It's pitched as a standalone model that sits alongside the five-door RX. Lexus reckons two thirds of customers will choose five seats, while one third will opt for seven.

Lexus RX 450hL: the seven-seater SUV

Only one variant is sold in the UK: the RX 450h L. The h in that name signifies that it’s the hybrid petrol-electric version. Other markets elsewhere in Europe offer a petrol-only powertrain, but it’s not available here.

The 3.5-litre V6 petrol engine is mated to an electric motor on each axle and the RX L constantly juggles between the power sources; there is an EV Mode button on the centre console that drivers can select if they want to whirr around town silently for ultimate eco-warrior status. Just be mindful that you can only drive for a couple of miles before the small battery will be depleted and the engine kicks in to take over.

Do I have to plug in my Lexus RX L?

No - it is not a plug-in hybrid electric vehicle, or PHEV. Instead, the V6 petrol provides charge to the nickel metal hydride battery pack under the rear seats and this is why Lexus has started referring to the technology as a self-charging hybrid.

The system works well and there is little complication for drivers to tackle; merely slot the automatic transmission into D for Drive and set off. Electronics constantly shuffle the power supply, the only indication of what’s happening being the electronic display between the speedo and power supply dial.

Lexus RX 450hL prices and specs

With only a single engine available, the RX L price structure is very simple. UK prices start from just under £53,000, around £1,300 more expensive than the regular five-seat RX.

Choose from two trim levels: RX 450hL and Takumi.

RX 450hL 20-inch alloys, keyless entry, 12.3-inch infotainment with Apple CarPlay and Android Auto, electric tailgate
Takumi (in addition to standard car) Heated/ventilated front seats, 360-degree camera, Mark Levinson Surround Sound System

Lexus RX L review: what's it like to drive?

It’s important to realise that the RX 450hL shares the same wheelbase as the regular RX - the underlying oily bits are the same and there is no change to the distance between the wheels. Instead, the extra space comes from an elongated rear end, stretched by 110mm.

So, it drives in a very similar fashion to the five-seat car. The Lexus RX L is now a long vehicle at precisely five metres and heavy at around 2.2 tonnes, but it never feels unwieldy. Although the parking sensors and cameras are really appreciated when squeezing into tight spaces.

On the road, the RX 450hL has a laid-back gait: this is an extremely relaxing car to drive, with impeccable refinement, whisper-quiet powertrain and little wind noise (double glazing helps here). At a cruise, it is extremely impressive.

However, that peace is disturbed somewhat if you go for an overtake or drive up a steep hill; the Continuously Variable Transmission (CVT) gearbox sends the revs soaring sky-high as the V6 engine wakes up and provides its thrust. In fairness, the powertrain is much better than earlier iterations and in day-to-day driving, it’s much more relaxed.

It is impressive how frequently the car runs on electric power alone; a green EV logo lights up in the dashboard and you simply cruise silently for long stretches in and out of town, virtual halo firmly intact above your head.

If you want a dynamic, more involving drive, we’d look at the more engaging BMW X5 or Range Rover Sport; the RX is somewhat detached and sterile, even in Sport mode. But we commend its focus on chilled-out comfort: it’s bang-on for the Lexus family character and SUV buyers favouring comfort and premium luxury over cornering prowess will love it.

Practicality and those seven seats

Lexus RX 450 hL rear-most seats are good enough for occasional useEnlarge0videoEnlarge41photo
Accommodation in the front and middle rows is generous. There is no transmission tunnel at all for the second row, meaning lots of space for feet. Headroom is plentiful too.

There is an impressive 150mm of fore-aft adjustment of the middle row, letting you juggle space for luggage and limbs. Crucially, it also means you can slide the bench forwards to ease entry to the third row (an easy, one-handed affair).

Seats six and seven fold up and down electrically and are best reserved for children or small adults on short journeys. Room for head and legs is tight, though competitive with the class norm, and there’s third-row climate control as standard so kids in the back can be as cool or hot as they wish.

Perhaps more impressive than back-row accommodation is luggage space: unlike some seven-seaters, the boot is a decent size at 495 litres when set up as a five-seater. Pop down both rows of rear seats and the cargo bay stretches to an echoing 966 litres. With all seven pews up, there is 176 litres worth of space in the boot.

Build quality is exceptional throughout; Lexus has interior quality licked and we have every reason to expect the RX L to be a safe and trouble-free long-term proposition.

Lexus RX 450hL emissions and running costs

This is one of the RX’s party tricks: its hybrid powertrain brings with it devilishly attractive tax and running cost advantages, especially if you’re a company car driver. There is no diesel option at all.

Claimed CO2 emissions start at 185g/km, rising to 186g/km for models with a sunroof. Fuel economy meanwhile is stated at 34.4mpg. In reality, we expect 40+mpg to be a feasible result in typical driving.

Be warned that service intervals are shorter than the German competition’s: you’ll have to visit your local Lexus dealership every 10,000 miles or annually. Insurance group rankings vary between group 41 and 43, depending on which spec level you plump for.

Lexus RX 450hL infotainment

The Lexus received an updated infotainment system in 2019 - something it desperately needed. The old one was outdated and fiddly becuase it used a mouse-operated multi-controller system.

Luckily, the new system is a lot easier. The 12.3-inch central touchscreen is methodical in design, while if you don't want to use that on the move there's a trackpad with haptic feedback like you'd find on a high-end phone.

It all works effortlessly, although there are lots and lots of options we suspect many people may not ever use, and it's still not as easy to use as traditional systems like you'll find in the BMW X5. At least the Lexus has physical buttons for the heating system - unlike the Volvo XC90.

Phone connectivity is also here with Apple CarPlay and Android Auto, both of which basically make the car's infotainment system work like your phone.

Source: parkers.co.uk

The Audi SQ8 is a high-performance SUV that slots into the Q8 range beneath the incredibly powerful and expensive flagship RS Q8. The SQ8 is typical of Audi’s large, luxury models, with a powerful engine, array of technology and high-quality materials making it both quick and comfortable.

Until late 2020, the SQ8 was fitted with a 4.0-litre V8 diesel engine producing 429bhp but this has now been swapped for a twin-turbocharged petrol V8 of the same size with 500bhp. It's likely a move to help the SQ8 appeal in the US and Chinese markets, and the engine suits the SQ8's character. The SQ8 is fast enough to keep up with most sports cars away from the lights but it's now even less economical.

Helping keep the car’s considerable mass in check, active roll bars use motors powered by the SQ8's 48-volt mild-hybrid system to reduce body roll. These slacken off when you aren't throwing the SQ8 into a bend, resulting in surprisingly good ride comfort, with air suspension able to filter out most imperfections, even when fitted with huge 22-inch alloy wheels. It's a good deal more comfortable than the RS Q8, which is fitted with a more powerful version of the same engine.

The interior is as classy as you’d expect in an Audi SUV costing around £80,000, with three digital screens blending seamlessly with high-quality materials including wood, metal and leather. The infotainment system is easy to use too, making the SQ8 just as easy to operate as an Audi A3. Upgrade to the top Vorsprung trim and the already lavish spec is bolstered with a heads-up display, Bang & Olufsen stereo, panoramic roof and four-wheel steering system to boost agility.

The Audi SQ8 has a huge amount of technology under its bodywork, all designed to deliver the most performance possible while also fighting to keep fuel consumption and CO2 emissions in check. This includes a 48-volt mild-hybrid system that uses a small generator to harvest energy under deceleration. This can be used to power the car's electrics when the engine is off and to give acceleration a small boost.

Audi claims the SQ8 can return up to 23.5mpg, a figure that's down on the 31mpg of the prior diesel but one that isn't likely to shock prospective owners of a 500bhp SUV too much. CO2 emissions are quoted at around 270g/km, which comfortably puts the car in the top BiK bracket for company-car drivers. Car tax will cost £475 in years two to six, then £150 a year thereafter.

All versions of the SQ8 are in group 50, so it’s an expensive car to insure. Maintenance bills are likely to be similarly steep but Audi’s three-year warranty does at least allow for unlimited mileage in the first two years of ownership, with the third year limited to 60,000 miles. Four and five year warranty extensions are available, too.

Engines, drive & performance
Turbocharged mild-hybrid V8 powertrain is mightily impressive

In place of the 4.0-litre V8 TDI diesel engine, which delivered a prodigious 429bhp and 900Nm of torque, Audi has seen fit to draft in a petrol V8 of the same size. This produces 500bhp and should appeal to US and Chinese buyers, where diesels have never been as popular.

The SQ8 surges forwards with every brush of the accelerator pedal, with a smooth eight-speed automatic gearbox and quattro four-wheel drive helping build momentum. The engine sounds good, arguably suiting the SQ8's character better than the diesel. It's the same unit as the one fitted in the Audi RS Q8 but with 92bhp less and a £20,000 lower price tag, which some will view as a bargain. Acceleration from 0-62mph takes 4.1 seconds and the top speed is electronically limited to 155mph.

Despite the performance, it's the composure of SQ8 models fitted with an active roll control system that's most impressive. Fitted as standard in the top Vorsprung trim, it seamlessly reduces body lean without ruining ride comfort, and the result makes the SQ8 feel like it's shrunk around you on certain roads. It's just a shame the accurate steering is lacking in feel.

Despite its size and weight, the SQ8 handles deftly for a high-riding SUV. Switching it into the ‘Dynamic’ drive mode sharpens the suspension, steering and throttle, making it feel more agile in corners. Its lower and wider stance means it feels quite a bit more engaging and enjoyable to drive than the closely related Audi SQ7.

At lower speeds, the steering is accurate thanks to its rear-wheel steering setup, with the quattro all-wheel-drive system and huge tyres working together to provide considerable cornering grip. You can turn into bends quicker than you’d think and then use the torque of the V8 engine to fire you out the other side.

The car’s sizable power output is also beneficial at motorway speeds, too, with 70mph possible with little effort from the engine, making the SQ8 a very refined and relaxed long-distance cruiser.

One of the best attributes of the SQ8 is that it remains comfortable, despite its sporting upgrades and massive 22-inch alloy wheels. The standard air suspension system does an excellent job of soaking up bumps, even in its firmest mode, with the typical sharp ridges and potholes found on UK roads only occasionally making it into the cabin. It has a more comfy, laid-back feel than the Audi RS Q8, which some buyers may prefer.

Most of the Q8's excellent interior design is carried over, including a touchscreen MMI infotainment system with clear and intuitive menus. Sports seats with diamond-stitched leather add to the sense of occasion, while aluminium or carbon trim can be fitted depending on your taste and the car's specification. It all adds up to a model that feels as sturdy and luxurious as you'd hope.

It might be less practical than the massive Audi Q7 on which it’s based but the SQ8 still offers lots of room for front and backseat passengers. You'll also be able to carry a lot more with you than in any sports car, with 605 litres of space behind the rear seats. Folding them forwards extends this to 1,755 litres, a figure that's competitive with a lot of performance estates.

There's also slightly more space than you'll find in the back of the BMW X6, with 580 litres of boot space, while the Mercedes GLE Coupe matches the Audi for luggage room.

The SQ8 is one of Audi's flagship models, so it's as full of technology and safety kit as you'd expect. This should make it very reassuring to drive with family and friends onboard, but reliability is less well known.

The car is based on the same underpinnings as the Q7 but a lot of its technology, including its 48-volt mild-hybrid system and electric compressor are too new for us to judge their reliability. Big, fast SUVs are also very complicated and tend to put lots of strain on their components, so some teething problems should probably be expected.

Long-distance drivers will find that the SQ8 can ease the strain of hours spent behind the wheel, with enough sensors and systems to practically drive itself in traffic on the motorway when the Tour Assistance Package is fitted. In fact, a tablet-sized computer is required 'behind the scenes' to interpret all the data from the car's five radar sensors, five cameras and 12 ultrasound sensors.

Source: carbuyer.co.uk

The numbers alone make the A 250 e hugely appealing as a company car, while the fuel savings and fantastic interior will be just as tempting for private buyers. We hope that the quality issues our test car suffered were an isolated thing, but we would prefer a slightly more forgiving ride. Even so, this PHEV remains one of the highlights of the A-Class range.

We’ve been used to exaggerated fuel economy figures for years, and things don’t seem to have improved with the ranges manufacturers claim for electric cars either. So surely Mercedes’ declaration that its new plug-in hybrid A-Class could average over 250mpg and run on electric power for 44 miles is pie in the sky? Let’s see…

Most plug-in hybrids will struggle to get near the 30-mile mark their makers claim, so 44 miles is quite a challenge. But Merc’s answer is to give its baby a 15.6kWh battery – hidden where you won’t notice (until you fill up the smaller-than-usual 35-litre fuel tank) – and a turbocharged 1.3-litre four-cylinder petrol engine. Total power output is 215bhp, meaning the A 250 e’s 0-62mph time is a swift 6.6 seconds.
 
But what about those fuel economy figures? Of course, it all depends how you drive, but for our test of the car, we took a varied route over a mix of motorway, fast A-roads and urban stuff – further than the average driver will cover in a day.

We started with a full charge, although the range display only read 34 miles, possibly down to how the Merc had been driven before we got our hands on it. Of the first 30 miles we drove, the read-out showed that 28 of them had been covered on electric power, with the average fuel economy displayed on the read-out at its maximum of 99.9mpg and electric usage at 4.1m/kWh – both pretty impressive.
 
The range read-out showed 12 miles still to go, too, meaning a theoretical range just two miles shy of the 44-mile claim.

To be honest, if it hadn’t been for us being a bit forceful with the throttle to get the petrol engine to kick in, we suspect a whole 30-mile journey could be covered on electric power – and that means those huge economy claims are almost in reach for a great many people, as long as they plug their car in to charge regularly.
 
Plus, if your home energy costs no more than 13p per kWh, your first 40 miles will cost you a couple of pounds – less than half what you’d pay in a petrol-powered A-Class.

Then there are the company car tax savings, which will appeal to many. With its 32g/km figure and 44-mile range, you’ll only pay tax on 8 per cent of the P11D value (or just 6 per cent for the basic AMG Line version) versus a whopping 29 per cent for a petrol A-Class. Sure, your company will have to pay at least £32,925 for the cheapest A 250 e, but it could slash your company car tax liability by around a third.
 
The driving experience is a mixed bag, though. On electric power alone, the car is swift and quiet, as you’d expect. And when the engine kicks in, it doesn’t get that much rowdier unless you’re using plenty of revs, when things can get unpleasantly loud.

However, the throttle is super-sensitive and the lumpy eight-speed dual-clutch gearbox can make you think that the engine is cutting in even when it’s not. In electric mode, the power goes through the eight-speed DCT automatic gearbox, which is jerky going from first to second and feels as though the engine has fired up. You get the same kind of slight tremor you get when an engine cuts in, but it’s actually the gearbox just switching gears.
 
Really, the engine is only there for when battery power has run out. In most everyday driving situations, electric power will do just fine – even on the motorway at the legal limit. But if you want to match the exciting 0-62mph time, you’ll need to have both power sources working in tandem.

All four versions of the A 250 e come in sporty AMG Line trim levels, but they fail to match the fun of the full-bore AMG models. These aren’t the best A-Classes through bends by a long chalk, but they do an okay job as family transport.

Space is good in the front and back, the doors open wide to reveal decent access, all-round visibility is great, and the 345-litre boot will certainly be big enough for most buyers’ needs.

The A-Class is an easy drive, but not very rewarding: the steering responds okay, but has little feedback from the road, and while the tyres grip okay, they’re noisy – which is amplified by the quiet EV powertrain.
 
We were more disappointed with the ride, especially as our car had Comfort suspension. It’s not too uncomfortable, but other small hatches ride better.

More of a problem in the test car that we drove was the shiver that ran through the body and the subsequent rattles every time we went over cats’ eyes or hit a mild pothole in the road. It’s certainly not what you’d expect from a Mercedes.

Especially one with what is the best interior in any small car bar none. Our AMG Line Premium model comes in with a price of £35,980 – not too far from a fully electric Kia e-Niro. But as standard the Merc comes with the fabulous, seamless twin 10-inch screens, augmented-reality satellite-navigation that overlays directions on a live feed from a front-facing camera, wireless phone charging and the very latest in smartphone connectivity.

Above all, the cabin looks and feels high-end. There’s heated sports seats with red stitching, multi-coloured ambient lighting, a touchpad to run the infotainment (mirrored by touch-sensitive buttons on the wheel), aluminium trim and turbine vents.
 
Outside there’s a subtle AMG bodykit, smart 18-inch alloys and LED headlights – all of which doesn’t make the price seem too exorbitant, especially with the potential savings on tax and fuel. 

Source: mercedes-world.com

The Toyota RAV4 is a practical family SUV that has a roomy cabin, plenty of standard equipment and an economical hybrid system, but alternatives have tech that’s easier to use.

Overall verdict

No one really thinks of the Toyota RAV4 as a trailblazer, but that’s what it is, because back in 1994 it was the first of the small ‘leisure SUVs’ that preceded the tsunami of such vehicles we see today.

One thing that hasn’t changed over the years is the fact that the RAV4 remains an affordable family SUV with a spacious cabin, a big boot and a clever hybrid system.

These days the RAV4 has a wide range of alternatives, such as the Honda CR-V and VW Tiguan, but in its latest form stands out from these cars thanks to its super-aggressive looks.

The Toyota RAV4 is a mishmash of creases, angular shapes and blunt surfaces whichever angle you approach from. Its gaping octagonal grille looks more like it belongs on a menacing sports saloon than a practical family runabout. You might like it, but your neighbour might not, or vice-versa. In any case, it’s certainly striking.

Sadly (or not, depending on your view) the Toyota RAV4 is less daring inside. It combines simple surfaces, clean lines and posh-looking metal-effect trims that look pretty understated and rather classy and most of the surfaces you’ll touch regularly feel plush and sturdy. It’s not quite as solid-feeling as a VW Tiguan, but it looks much more exciting than a Honda CR-V.

One area of improvement is the infotainment system, which now features Apple CarPlay and Android Auto. The system is much quicker to respond than systems of old.

The seats are very supportive; in mid-range models, you get lumbar support and plenty of electric adjustment that means even taller folk will find space to stretch out.

If you’re designated driver for a burly five-a-side football team then everyone will fit in just fine and even entry-level cars will allow you to recline the seat backs by a few degrees.

You won’t break a sweat fitting a child seat either – the Isofix points are easy to find – and a wide opening and flat floor means sliding things into the Toyota RAV4’s boot is an easy task.

There is more room than the boot in the Honda CR-V and, even though there are no levers in the boot to do so, you can flip the back seats down flat to carry really big stuff – such as a bike.

The simplicity extends to the engine range and driving experience, too. The only engine option is a hybrid system and this lets you cruise almost silently around town using just the power of its electric motor. You get an automatic gearbox as standard, too, which means you can cruise around town without constantly reaching for the gear lever.

The downside of the auto ‘box is that it makes the 2.5-litre petrol engine rev loudly every time you put your foot down. It’s reasonably quiet when you’re cruising at motorway speeds, though, and the RAV4 irons out bumps pretty well, too. As an added bonus, you shouldn’t have too much trouble getting close to Toyota’s top claimed fuel economy figure of 50.4mpg.

The relaxation stakes are further upped by the driver assistance features that make the Toyota RAV4 relaxing to drive for long periods and help prevent avoidable accidents – perfect if you’re looking for a safe family SUV that’s easy to live with every day. If you are after something that offers a touch of entertainment then the SEAT Ateca is more fun to drive, though.

By going hybrid the RAV4 has taken a few more small steps for mankind and if it sounds like your next car, take a look at the latest Toyota RAV4 deals or get offers from our favourite model – the hybrid model in Design spec – by clicking the button below.

Style

The Toyota RAV4’s interior might be laid out in a simple and sensible style but it certainly looks more modern than the rather plain look of the VW Tiguan’s cabin. The Toyota gets swathes of soft, squidgy plastics across the dashboard and doors, and plenty of aluminium-effect trims on the steering wheel, door handles and around the air vents.

The infotainment display is a freestanding affair that sits high up on the dashboard rather than built-in lower down so it’s easy to glance at while you’re driving. It manages to look rather more integrated than other similarly high-riding screens (like the one on the Ford Kuga for example) thanks to some surrounding chrome trim that extends down onto the lower part of the dash.

The cabin features a few hard, brittle plastics – most notably on the grab handles, around the glovebox and below the central armrest – but, generally speaking, the RAV4’s cabin feels pretty plush and suitably solid. The chunky air conditioning knobs are easy to use too, but the heated seat switches are tucked away under the dashboard.

Icon and Design models get black cloth seats while Excel versions get black leather seats and suede-like Alcantara door trims. Top-level Dynamic cars get a faux-leather seat covering with contrasting blue stitching but there is a variety of different leather colour options available on all the trims.

Infotainment

Every Toyota RAV4 comes with an 8-inch touchscreen infotainment system as standard, although what that system can do differs depending on which model you go for.

Regardless, the screen is bright and relatively easy to read in direct sunlight, but it isn’t as sharp as the screen you get in a VW Tiguan and isn’t as easy to use quickly while on the move.

The array of physical shortcut buttons are a bonus, though, and they will help you switch between the features you’ll use most often. There are also two easily reached physical dials for the stereo volume and radio tuning.

Turn attention back to the screen and the home menu is very difficult to decipher. It displays a window for the sat-nav, one for the stereo and a third showing you the status of the hybrid system, but they’re so jumbled together you’ll have real trouble reading them or following directions.

If you want the aforementioned satellite navigation then you get it as standard so long as you avoid the entry-level Icon model. It’s relatively easy to pop in an address and add a waypoint, but the maps themselves aren’t particularly clear.

Sure, the graphics are nice and bright, but the system defaults to a very wide zoom which makes spotting upcoming turns rather tricky. You can zoom in manually, but only using the on-screen buttons. Using a pinching motion, which you would on a smartphone, means that the map stops following your progress and stays in a fixed position.

However, if you would rather use one of the navigation apps on your phone then you get Apple CarPlay and Android Auto as standard on all models. You can also use the standard Bluetooth connection to play music from your phone through the car’s stereo, or there’s an aux-in socket if you want to link up using a cable.

Speaking of stereos, you get a fairly nondescript six-speaker system as standard but Excel and Dynamic cars come with the option of an upgraded nine-speaker JBL unit with subwoofer in the boot to deliver clearer, punchier bass notes. It certainly sounds better, but alternatives come with even more impressive stereo upgrades.

Source: carwow.co.uk

Now in its fourth model year, the Tesla Model 3 manages to be efficient, luxurious and fun to drive. For those reasons and more, the Tesla Model 3 is Edmunds' top-rated Luxury Electric Vehicle for 2020.

You can configure a Model 3 to maximize what you want, whether it be a low price, long range or high performance. And in every iteration, the Model 3 gives you access to Tesla's proprietary Supercharger charging network and some of the best semi-automated driving assistance features around. Of course, the brand cachet the Tesla name carries in many parts of the country is probably worth something too.

The Model 3 has its foibles. The lack of hard buttons forces drivers to use the touchscreen to operate almost all vehicle functions. There is no compatibility with Apple CarPlay or Android Auto, leaving Bluetooth as the only option to pair your phone. Build quality and long-term reliability also remain question marks, though by and large, consumer reviews on the Model 3 are very positive.

Put it all together and you're looking at the most fully realized affordable electric vehicle on the market. Tesla's habit of upgrading the vehicle's capabilities through over-the-air updates — often adding games and other fun features in the process — is icing on the cake. The Model 3 should warrant consideration not just from electric-vehicle shoppers but anyone looking for a break from the norm.

What's it like to live with the Model 3?
Edmunds' editorial team acquired and lived with a 2017 Tesla Model 3 Long Range for nearly two years, logging 24,000 miles. As an all new-design for Tesla, it had a few teething problems at first. But most of the issues were electronic in nature and were later sorted out via software updates. The 2020 Tesla Model 3 differs from our early long-term Model 3 by way of improved cabin materials and different powertrain options. It's the same generation, though, so many of our observations still apply. To learn more about the Tesla Model 3, check out our 2017 Tesla Model 3 Long Range coverage.

Which Model 3 does Edmunds recommend?
The midlevel Long Range Dual Motor comes with sensible upgrades that make the most of the Model 3's strengths — namely, its extensive range and charging capabilities. This trim has up to 72 more miles of range than the base version, plus a faster onboard charger for juice-ups on road trips. It also adds all-wheel drive, a boon when you want to experience the larger battery's impressive acceleration.

The Tesla Model 3 is a fully electric sedan that comes in three primary trim levels: Standard Range Plus, Long Range and Performance. (A more affordable Standard Range is also available as a special order, but Tesla does not list it on its website.) Each trim provides different levels of driving range and acceleration from a battery-electric powertrain.

Be aware that Tesla updates the Model 3 on an ongoing basis rather than by model year, so what follows might not necessarily reflect the most current offering.

Standard features at the Standard Range Plus level include 250 miles of range, rear-wheel drive, a glass roof, power-adjustable front seats, a 15-inch touchscreen, a navigation system and Bluetooth. Autopilot, a safety suite with exterior cameras and adaptive cruise control with an assisted steering system, is also included.

A larger battery pack (good for 322 miles) and all-wheel drive come with the midlevel Long Range trim. You get a few more features with the Long Range, including a premium sound system. The biggest punch comes from the Performance trim. It uses the same battery and dual-motor layout as the Long Range, but it's tuned to deliver maximum thrills. Other upgraded equipment includes performance brakes and a lowered suspension.

For all Model 3s, Tesla offers a Full Self-Driving Capability option, which includes extra features such as summoning your car in a parking lot. But the company says not all of the features will be fully active until later in 2020.

Source: edmunds.com