Displaying items by tag: SUV

The new Sequoia is among the most statistically impressive three-rows on sale.

 

Pros

  • Huge fuel economy gains
  • Seriously improved towing capacity
  • Thoughtful and easy third-row access

Cons

  • Unsettled ride quality
  • Interior quality fails to match the price tag
  • Mushy brake pedal saps confidence

The oldest known specimen of Sequoiadendron giganteum lived for 3,266 years in the Converse Basin Grove of Giant Sequoia National Monument. That's about how long the second-generation Toyota Sequoia was on sale. OK, we're exaggerating slightly, but our first drive of the last Sequoia was published way back in November 2007, and the SUV stayed much the same during the following 15 model years that it was on sale. That is longer than double the lifecycle of most vehicles.

That SUV's age was apparent whether you looked at it, drove it, or touched it—in its sluggish transmission, ancient pre-Great-Recession-era design, pitiful fuel economy, and the generations-old switchgear and materials that littered the interior. The all-new Sequoia addresses all of those shortcomings and then some, and now that we've had a chance to stuff it full of testing equipment and spend more time behind the wheel following our first drive earlier this year, we can answer the big question: Is the Sequoia finally worth recommending to more than just the Toyota faithful?

2023 Toyota Sequoia Capstone 4x4 16

So Long, V-8

Central to Toyota's reimagined Sequoia is its new powertrain. Gone is the 381-hp, 401-lb-ft V-8 that had been under its hood for a decade and a half. It is replaced by something thoroughly modern: a 3.4-liter (not 3.5, despite what Toyota will tell you) twin-turbo V-6 augmented by an electric motor, the same i-Force Max hybrid setup offered in range-topping Tundras. System output sums to 437 hp and a stump-pulling 583 lb-ft of torque, improvements of 56 hp and 182 lb-ft over the outgoing V-8. Toyota also swapped the old Sequoia's lazy dog of a six-speed for a new, of-this-era 10-speed automatic.

The results? All that extra torque means towing capacity increases by more than 2,000 pounds. The new Sequoia can now drag up to 9,520 pounds, which is at least 1,000 more than most SUVs in the full-size segment; only the 2023 Jeep Wagoneer with its new inline-six beats the Toyota.

As expected, the 2023 Sequoia is significantly quicker in a straight line than its predecessor, too. Our testing shows 0-60 mph in 5.6 seconds, more than half a second sooner than the quickest previous-gen model. The 2022 Ford Expedition's Stealth Performance package may beat it in a drag race, but so far this is the quickest full-size three-row we've ever tested.

The most significant improvement to this big SUV is its fuel economy. The old truck, with its thirsty old-school V-8 and outdated six-speed, was rated worst in its class at 13 mpg city and 17 mpg highway. With its standard hybrid twin-turbo V-6 and 4WD, the 2023 Sequoia is rated at 19/22 mpg on the same test cycles. That's significantly better than a comparable Chevrolet Tahoe, Ford Expedition, Nissan Armada, or GMC Yukon, and fractionally ahead of the aforementioned I-6 Wagoneer. Efficiency nuts will point out GM's diesel offerings fare better, but those SUVs can't match the Toyota's acceleration or towing capabilities.

2023 Toyota Sequoia Capstone 4x4 15

This efficiency (relatively speaking) is all the more surprising given how, at nearly 6,200 pounds, the Toyota is among the heaviest we've tested in this space. If it doesn't impact fuel economy, it does ding the dynamics; Toyota's largest SUV stops from 60 mph in 134 feet. Among the 15 full-size SUVs we've tested over the past five model years, only two required a longer stopping distance.

Not Just The Numbers

Of course, the new Sequoia Capstone is more than its spec sheet, and spending more time with Toyota's answer to the Tahoe and Expedition exposes some unwelcome driving behaviors. There's a persistent jiggle emanating from the rear end. Even on flat roads, the live-rear-axle Sequoia never feels planted. And, yes, this is one of the few areas in which the new Sequoia lags behind its predecessor, which came with a then-unique independent rear suspension.

Driving anything other than straight, the Toyota behemoth embodies what senior editor Aaron Gold calls "big-car clumsy." Body roll is abundant in corners and the nose dives forward under braking. Multiple staffers also called out major shudders through the body structure when driving the Sequoia over washboard sections of an off-road course.

As for the new powerplant, we have mixed feedback. Drivetrain lash is evidenced by the vehicle clunking into gear, and associate online editor Alex Leanse points out that quick transitions from throttle to brake exposed hesitation in powertrain response.

The engine provides plenty of outright performance, which Gold describes as "like a V-8" but with "an invisible hand pushing the vehicle along." Credit the electric motor's torque fill. Some folks loved the hybrid twin-turbo V-6 but others noted inconsistent surges of power delivery. Toyota also makes this engine sound like a V-8, not with some clever exhaust geometry but by piping fake induction noise through the audio system. Call it disingenuous, but we're not mad about a little aural character even if it's artificial.

2023 Toyota Sequoia Capstone 4x4 14

We have less kind words for the brake pedal. Leanse notes "a noticeable transition between regenerative and friction braking" and features editor Christian Seabaugh describes the feel as "mushy and Prius-like" to the point that it would ruin the towing experience.

Interior Insights

Beyond the driving experience, our test model came in Capstone guise, Toyota's new range-topping truck and SUV trim, which is positioned above the Platinum and TRD Pro. Our test vehicle rings in at $80,095, which makes this the most expensive offering in Toyota's lineup, in addition to landing within $8,000 of a base Lexus LX600. Keep in mind, the LX and Sequoia SUVs share their underpinnings and some mechanicals, though the Lexus is slightly smaller.

What's different? Outside, the Capstone gets giganteum 22-inch wheels (which exaggerate its jiggly ride), chrome accents, power running boards, and acoustically insulated front door glass over the Sequoia Platinum. The interior adds trim-specific semi-aniline leather upholstery, fake-looking open-pore American walnut trim, and ambient interior lighting to the panoramic glass roof and heated/ventilated first and second-row seats of the Platinum. 

 

Editorial director Erik Johnson feels the interior materials are "decent for $60,000—not so much for $80,000" and notes uneven dashboard stitching and some chintzy-looking plastics, calling out the Capstone as a clearly dressed-up version of a more pedestrian family hauler. There is more frequent use of scratchy plastic the farther back you move in the vehicle, and the third row area is spartan.

The Sequoia's optional 14.0-inch touchscreen infotainment display (standard in Limited models and up) is a bright, responsive, generational leap over the aging 7.0-inch display in the outgoing Sequoia. Wireless smartphone mirroring and a plethora of camera feeds, including one from a 360-degree camera system, help bring the Sequoia into the present. That said, the system has no home screen or central hub outside of a thin, Apple dock-style strip of menu shortcuts flanking whatever menu is selected. Startup defaults to the navigation page which, unless you've paid for a subscription, mocks the driver with a blank screen.

2023 Toyota Sequoia Capstone 4x4 2

Speaking of rear seating, the second-row captain's chairs are notably firm and mounted high, but both traits are in service to third-row access. Ingress requires only an easy pull of a lever mounted below the seat cushion near the door that results in the second-row seat folding in half and tilting way forward. It's effortless to reach the way-back, even for a small child. That's key, because cramped legroom and headroom mean you won't want full-size adults back there for long.

Closing Thoughts

The 2023 Toyota Sequoia represents an obvious improvement over its predecessor. This year's redesign addresses all of our qualms about that Jurassic-era SUV while also improving its towing numbers, modernizing the infotainment, including a full collection of driver-assist features as standard, and providing best-in-class accessibility to its third-row seating. Being dragged into the present isn't the same as jumping ahead of competitors, however. The Jeep Wagoneer offers a better standard powertrain, marginally higher towing capacity, superior driving dynamics, a nicer interior, and improved infotainment.

If you want a three-row Toyota that'll tow almost anything, the new Sequoia is your best bet. Even then, we'd recommend a Sequoia SR5 or Limited; those models sacrifice little in interior quality or features but deliver the same capability at a much more palatable price. Here's hoping it doesn't take 3,000 years for Toyota to make further improvements.

Source: motortrend.com

Published in Toyota
Tagged under
Wednesday, 21 September 2022 07:34

Volvo announced an electric SUV

"Later this year, we will reveal our new all-electric flagship SUV," Volvo said.

Originally electric and software defined, it is a demonstration of our future and marks the beginning of a new era of security and company.

For almost 100 years, Volvo's purpose has been to innovate and set new standards to save more lives. With the latest car, the legacy continues with the introduction of new technologies that will help and accelerate progress towards the company's vision:

That no one should be seriously injured or lose their life in a new Volvo car.

"Before we show you the car later this year, Jim Rowan will present our vision for Volvo cars and safety in the future – and offer a first look at some of the new technologies that come as standard on our next all-electric SUV. It will feature innovative features designed to increase your safety as well as those around you," the announcement reads.

Published in Blog/News
Tagged under
Tuesday, 13 September 2022 06:33

New Lexus RX 450h+ 2022 review

The new Lexus RX aims to bring the brand’s latest technology to bear on the full-size premium SUV market

Verdict

The new Lexus RX takes known tech from the smaller NX and extrapolates this into a bigger package. There's much to like here. The new infotainment and the efficiency potential from the 450h+ powertrain are huge steps forward, while the Lexus rides and handles fairly well. However, it doesn't fulfil its brief quite as well as its smaller sibling. In this large premium SUV class the Lexus is facing some very luxurious competition, such as the BMW X5 xDrive45e, and we'd like a little more refinement as a result. Pricing will also be key to the success of the package.

For years Lexus has tried and not necessarily always succeeded in taking on established premium players – mostly from Germany – but more recently it's hit a rich vein of form.

Thanks to an all-new platform and, in something of a first from Lexus, a plug-in hybrid powertrain, the brand's latest NX mid-size premium SUV boasts a brilliant all-round blend of qualities in this most competitive of classes. And now Lexus is aiming to scale up that formula for its all-new RX.

Whereas the NX rivals cars such as the BMW X3 and Mercedes GLC, the RX is a BMW X5 and Mercedes GLE competitor. But like its smaller sibling, this fifth-generation RX is also based on the brand new GA-K platform and features Lexus's 450h+ powertrain, making it the first-ever plug-in hybrid RX. In fact, Lexus claims “it's a complete reinvention of the large luxury SUV”.

That's quite a statement - as is the new car's styling, which is the first thing you might notice. Along with the NX and forthcoming RZ all-electric SUV, this RX will define the Japanese brand's next chapter in terms of design.

We've seen the firm's 'spindle grille' front-end before, but the RX evolves that into what Lexus is calling 'spindle body'. The grille is bigger with the overall shape now integrated into the whole front end of the car's body.

There are slim headlights, sharp creases down the sides and a rakish 'floating' roof thanks to blacked-out C-pillars, plus a full-width light bar across the raked tailgate. It's clearly an evolution in design terms, but still recognisably a Lexus.

The same is true inside. The brand is making a much bigger feature of its Japanese heritage these days, and we're all for it. The cabin takes a 'less is more' approach, with the 14-inch central touchscreen dominating the layout.

Lexus's latest infotainment system is a massive improvement on the old track pad-based setup in the previous RX, too. It works snappily, offers plenty of features and now integrates Apple CarPlay and Android Auto, both wirelessly.

Our top-spec Takumi model also featured adaptive suspension, heated and vented leather seats, three-zone air-conditioning, a panoramic roof, 21-inch alloy wheels, a head-up display, LED headlights and wireless phone charging as standard.

In typical Lexus fashion, the cabin feels beautifully built and material quality is good, but there's not much in the way of flair to the design, which could be an issue at this level of the market. On that point, prices will be announced later this year, but expect the base RX 350h self-charging hybrid to start from around £60,000 when it goes on sale later in 2023.

It's the new 450h+ plug-in hybrid we're focusing on here, however. It uses a 2.5-litre four-cylinder petrol engine working in conjunction with an 18.1kWh battery that feeds an electric motor driving the front wheels and another unit located on the car's rear axle to deliver e-four-wheel drive. The total output stands at 304bhp with the 0-62mph sprint dispatched in 6.5 seconds.

Performance is absolutely fine. It doesn't ever feel rapid, but in electric mode there's enough grunt. Lexus claims a zero-emissions range of more than 40 miles, which seemed accurate and achievable to us on the launch.

When the 18.1kWh battery is depleted (the 6.6kW on-board charger means a full charge takes around two hours and 45 minutes), the RX uses its second battery and becomes a self-charging hybrid, like the 350h powertrain; it's a technological first as far as we're aware and means that even when you've used the bigger battery's energy, there's still strong efficiency potential. Official economy claims stand at up to 256.8mpg with CO2 emissions and a Benefit-in-Kind taxation banding as low as 24g/km and eight per cent respectively.

Once energy is depleted, or the petrol engine kicks in, refinement takes a hit as even with the improvements Lexus has made when it comes to the operation of its e-CVT automatic gearbox, the petrol motor still drones – especially if you ask for hard acceleration.

The trick is to drive to the powertrain's strengths and lean on the electricity. Then the engine isn't as noticeable and the RX delivers a relaxed drive.

Like with the NX, there's more linearity to the way the powertrain responds and the petrol engine revs up. This gives a better connection between car and driver, and while it's still not perfect, in a big SUV like this it prioritises comfort and easy-going dynamics over sportiness.

The new platform means the RX still acquits itself relatively well, however. Our test route in the US didn't provide much in the way of challenging corners or surfaces, but the RX rides relatively nicely, with the damping control and comfort only breaking down over the worst transverse bumps and ridges in the road, where the extra battery mass becomes apparent. Otherwise, the suspension works smoothly to filter out imperfections and control the body.

The steering is light, but this helps manoeuvrability, as does the rear-axle steering, which offers up to four degrees of lock on the back wheels. However, the RX doesn't feel like a big car. It doesn't feel like a particularly dynamic one either, but there's enough agility here by the same stroke.

In short, it delivers a decent balance between comfort and engagement, with the focus placed on the former, meaning the RX is a solid SUV from a driving perspective, given how it will be used most of the time.

The 461-litre boot is some way off the biggest cars in this class, however – and this is despite the lithium-ion battery being mounted under the car's floor to help packaging. While there's enough space for most duties, a family holiday could test the RX's load-lugging capability more than a BMW X5 xDrive45e, for example.

However, space in the rear is better with enough head and legroom (even if rivals still feel roomier), while electrically adjustable heated seats in the back are standard on top-spec Takumi models, which is a nice touch.

Source: autoexpress.com

Published in Lexus

The new Euro model's longitudinal-engine platform will also underpin the upcoming CX-70 and CX-90.

Sitting on Mazda's new Skyactiv scalable architecture, the CX-60 is the first in a series of longitudinally engined SUVs intended to move the brand positioning closer to premium rivals. The CX-70 will be wider and, we're told, styled with American tastes is mind—meaning it should possess more visual presence than the somewhat timid-looking CX-60, which is roughly the size of a BMW X3.

However, we have nothing but praise for the quality and style of the CX-60's cabin, which Mazda says contemporary Japanese design has inspired. Our sample car, in the plushest Takumi specification, featured wood door trim, a dashboard faced with woven fabric, and shiny metal accents that seemed inspired by the fenders of a '50s Cadillac. Digital instruments and a 12.3-inch central display screen are standard, but the CX-60 keeps conventional HVAC controls, and the CX-70 likely will too. Strangely, although the large display supports touch input when running Apple CarPlay or Android Auto, it doesn't for Mazda's native navigation system, which still needs to be commanded through the click-wheel controller.

 

2023 mazda cx60 eurospec
 

Being a Mazda, there is plenty of powertrain innovation. The base powerplant, which has yet to arrive in Europe but should be in the U.S. CX-70 at launch, will be a naturally aspirated 3.0-liter inline-six that uses variable compression and foregoes the turbocharging that has become all but standard in this part of the market. In Europe, the CX-60 will also be offered with a new 3.3-liter e-Skyactiv D diesel-six—for which Mazda is targeting an impressive thermal efficiency of more than 40 percent—but this is highly unlikely to make it to the States. Power and torque ratings have not been revealed.

The car we drove was fitted with the least exciting new powerplant, although the most innovative one. This is a plug-in hybrid, Mazda's first, and we anticipate it will be offered in the CX-70 as well. It uses the 188-hp 2.5-liter four-cylinder from the CX-5 in conjunction with a 173-hp electric motor that sits between the engine and a new eight-speed gearbox.

2023 mazda cx60 eurospec
The transmission uses an electronically controlled clutch pack rather than a torque converter to aid low-speed efficiency, and the same gearbox is set to be offered with the six-cylinder engines. Total system output for the PHEV is 323 horsepower, with a 17.8-kWh battery pack able to deliver up to 39 miles of EV range under Europe's generally optimistic WLTP testing protocol. While an impressive figure, that's still short of the Euro-cycle EV range results for the Toyota RAV4 PHEV or the Volvo XC60 Recharge T8 Extended Range PHEV. The Mazda's battery can be fully recharged from 240-volt Level 2 equipment in a claimed two hours, 20 minutes or, alternatively, topped off courtesy of the engine burning extra gasoline.

Under electric power, the CX-60 PHEV is smooth and refined. The motor drives through the gearbox, so there is the unusual (for an EV) sensation of gears shifting, and there is enough urge to keep ahead of urban traffic. But the transition to combustion power is less elegant, even using the blended Hybrid mode, with a noticeable pause as the four-cylinder fires up. As in the CX-5, the 2.5-liter is not a charismatic companion, growing loud and sounding increasingly coarse when worked hard. Although the redline is 6500 rpm, the engine already feels tight and reluctant at 5500 rpm. Once everything is pulling, acceleration is strong—an estimated low- to mid-five-second 60-mph time should make this the brand's quickest car since the RX-7. But it seems likely the six-cylinder gasoline engine will be much more of an experiential highlight.

2023 mazda cx60 eurospec
Fortunately, the chassis is more satisfying than the engine, combining compliance and athleticism in the finest Mazda tradition. The CX-60 resists understeer well for a vehicle of its size and shape, although there is little sense of the rear torque bias Mazda claims for the PHEV's all-wheel-drive system. Ride quality is on the firm side but stayed acceptable even when riding on the (largest available) 20-inch wheels, with body control staying tight during hard cornering.

While the CX-70 will be a different car—as will the related CX-90—our first impression of Mazda's new architecture is positive. And although the company's first plug-in-hybrid system is less impressive, we are still very much looking forward to experiencing the new straight-six engine.

Source: caranddriver.com

Published in Mazda
Tagged under
Friday, 02 September 2022 09:08

Volvo XC40 Electric review

Pure-electric powertrain suits Volvo’s smallest SUV

 PROS

  • 408hp model has rapid acceleration
  • Maximum official range of 270 miles
  • Same boot and cabin space as standard car

 CONS

  • Expensive
  • Limited info on digital gauge panel
  • Not that entertaining to drive
 The pure-electric Volvo XC40 Recharge bolsters the SUV’s already widely electrified model range. On top of the EV, you have a choice of mild-hybrid petrol engines and a two plug-in hybrids – but we reckon the fully electric version is the pick of the line-up.

Volvo introduced the electric XC40 in 2019 and, because it was destined for launch when the car was still on the drawing board, it doesn’t make any comfort or practicality sacrifices by making the switch to battery power.

Volvo XC40 Recharge front driving
 
You have a choice of two electric powertrains. The entry-level front-wheel drive model has a 69kWh battery pack and a single electric motor with 231hp and 330Nm of torque. Volvo says it can sprint from 0–62mph in 7.4 seconds and that it’s capable of covering up to 264 miles on a charge.

There’s also a more expensive dual-motor, four-wheel drive option called the Recharge Twin. This model gets a larger 78kWh battery pack and an extra electric motor on the rear axle, bumping its power and torque figures up to 408hp and 660Nm respectively.

 
The extra grunt also slashes its 0–62mph time down to a hot hatchback-troubling 4.9 seconds, while the added battery capacity increases its maximum range to 270 miles. What’s more, both versions of the pure-electric XC40 offer support for 150kW DC rapid charging, allowing both to charge from 10–80% capacity in around half an hour.

The list of rivals for the Volvo XC40 Recharge has grown since it was launched. Now, buyers can choose from the likes of the Mercedes EQA, BMW iX3, Ford Mustang Mach-E and the latest Kia Niro EV. The question is: can the aging XC40 EV still compete in this class of newcomers?

What’s it like inside?

Well-made and easy to use. You get a 12.3-inch digital gauge cluster and a 9.0-inch portrait infotainment system. Both look great and work well – their graphics are sharp, and the central screen runs on Google software which loads quickly and has built-in support for Google Maps.

The climate controls are operated through the central screen, which we’re normally not huge fans of. However, Volvo has designed a permanent toolbar for the lower edge of the display which means you don’t need to dig through a load of submenus to adjust the air conditioning.

Volvo XC40 Recharge dashboard
 
Volvo has also fitted the XC40 with voice control and pushed as many functions as possible through the system to minimise the amount of time you spend with your eyes off the road. You can program sat-nav instructions, change the cabin temperature and ask it to read your messages for you. It works well for the most part – but you can trip the system up if you have a regional accent.

Space inside is identical to the petrol-powered versions of the car. The batteries don’t eat into the boot or the cabin and the rear electric motor on the flagship Recharge Twin model occupies the same space as the petrol tank on the petrol-powered models. That means boot space is identical, at 452 litres with the rear seats in place and 1,328 litres with the bench folded flat.

 

Because there’s no engine up front, you also get some extra storage space under the bonnet. It only measures 31 litres, but that’s just enough space to hide the storage cables. It’s particularly useful if you’re taking the electric XC40 on a long family trip, as it means you don’t have to unpack the boot to fish the cable out from the hidden storage space under the boot board.

The build quality is impressive, too. It’s a match for any of its German rivals, with tight shut lines and soft-touch materials everywhere within your wingspan. Refinement is good, too – there isn’t much wind noise, and the sound deadening is thick enough to keep tyre roar to a minimum. That’s especially important given there’s no engine noise to drown out the road noise.

Volvo XC40 Recharge front boot
 
If you want to know more about the Volvo XC40’s interior space, quality, comfort and infotainment technology, follow this link to read our main review of the car.

Comfort

The XC40’s seats are great. The front seats have loads of adjustment and clever fatigue-mitigating extras like an extendable thigh support and a thick inflatable lumbar support cushion. Both hold you in place well and stop you from slouching. The seats are well-sprung too, striking a keen balance between bracing and plushness, meaning you won’t feel tired after a long stint behind the wheel.

The rear seats are equally welcoming. They’re a good shape with plenty of padding for your lower back, which should prevent those in the rear from curling up into the shrimp position halfway through a road trip. There’s also a lot of legroom and a surprising amount of headroom – even with the panoramic sunroof fitted to the range-topping Ultimate model.

Volvo XC40 Recharge rear seats
 
There are lots of storage bins dotted around the cabin, too, which help to keep it looking tidy even when they’re holding all the items required for family life. There’s a deep storage bin under the front central armrest, a wide wireless smartphone charging pad in the centre console and door bins that are large enough to swallow laptops, tablets and litre-sized water bottles.

Safety

Safety has always been Volvo’s strongest suit – and the XC40 is no exception. Euro NCAP awarded the petrol-powered version of the car a five-star rating back in 2018, and this score was also applied to the electric model in 2021. It’s worth bearing in mind that Euro NCAP has since tightened up its scoring system, but the XC40 remains a very safe way of transporting your family around.

The testers were particularly impressed with the XC40’s passenger protection ability. The car achieved a 97% score for adult occupants and an 87% score for child occupants – and the child dummies emerged from the wreckage with no major injuries.

Volvo XC40 Recharge front static
 
The XC40’s success can be partly attributed to its arsenal of airbags. In addition to the usual front airbags, you get a driver’s knee airbag and a full-length side curtain airbag to protect passengers’ heads, chest and pelvis. There’s also an automatic belt pretensioner which will pull occupants into their seats if the car recognises an imminent accident.

We found this latter system can be a little too eager to engage. For example, if you go around a corner or over a crest a little faster than the computer would like, the seat belt will choke-slam you into the backrest. But we’d rather it errs on the side of caution than not work when you need it.

What’s it like to drive?

Agreeably pleasant, but it won’t set your trousers on fire. The range-topping 408hp Recharge Twin model is the most powerful and fastest-accelerating XC40 on sale, but it’s also the heaviest – and that makes it quite reluctant to corner with haste.

Push the car hard into a bend and Volvo’s torrent of safety features will come down on you like an anvil. The laws of physics aren’t on your side, either – the XC40 Recharge’s 2,188kg kerbweight is quite high for compact family SUV which makes the car feel a little ungainly. At least the mass is concentrated down low, which minimises the harm by dropping the car’s centre of gravity.

The front-wheel drive model is slightly nimbler as its battery is smaller and it doesn’t have the added weight of an extra electric motor over the rear axle. It still isn’t comfortable belting down a B-road at speed, though. Despite this, it’s quite refreshing to have a car that’s unashamedly geared towards comfort in a class of supposedly “sporty” rivals.

Volvo XC40 Recharge front cornering
 

The suspension is supple and the chassis doesn’t crash over bumps, even with the car’s rather large standard 19-inch alloy wheels. Potholes are more noticeable around town, but the jolts they produce aren’t enough to knock the ride quality crown off the XC40 Recharge’s head.

And the XC40 EV is no slouch in a straight line. Both the front- and four-wheel drive powertrains deliver their torque instantly, meaning you always have the confidence for an overtake. Just be cautious about getting the hammer down if you’re travelling longer distances – the less smoothly you drive, the more time you’ll spend at charging stations.

Thankfully, Volvo has thought about that and has engineered the throttle pedal to encourage a more mellow driving style. Unlike some older electric cars, it isn’t a simple on / off switch – it’s progressive and feels much more like a petrol or diesel car in use.

Volvo XC40 driving, rear 2020
 
Press it gently and you get a small amount of acceleration. Batter the pedal into the floorboards and you get everything the powertrain has to offer which, in the 408hp model, gives you a very satisfying shove into your seat. Rather cleverly, though, the same action applies in reverse for the regenerative braking system. So, if you lift your foot off the throttle quickly, the brake regen is more severe than it is if you ease off the pedal gently.

Click through to the next page to read our verdict on the Volvo XC40, where we’ll let you know whether it’s worth your money.

Volvo XC40 Recharge rear three quarter static

Should you buy a Volvo XC40 Recharge?

If you want a small premium electric SUV, the Volvo XC40 Recharge should be on your shopping list. It’s a quality product with a comfortable ride, a good range and more safety equipment than you can shake a high-visibility vest and an accident book at.

There are more exciting electric SUVs available, such as the BMW iX3. But we think the sporty SUV niche is becoming cliché, and we found it quite refreshing to drive a family crossover that was unapologetically set up for comfort.

Volvo’s electric powertrain really suits the XC40’s easy going nature. It delivers its power effortlessly and silently, it’s smooth and the arsenal of draconian safety equipment encourages you to not drive like a hooligan. The regenerative braking system has a similar effect on your driving, too, making you look further ahead to avoid touching the brakes and wasting energy.

Prices range from between £47,000 for the entry-level front-wheel drive model to more than £60,000 for the range-topping 408hp dual-motor variant. You’ll spend the same sort of money on a Mercedes EQA or an Audi Q4 e-tron, neither of which ride anywhere near as well as the Volvo. So, it’s down to your personal preferences on comfort.

It’s also worth noting that the flagship the plug-in hybrid version of the XC40 costs around £51,000 – and for just £4,000 more you could have the range-topping front-wheel drive pure-electric model. In this instance, we reckon you’re better off with the electric option.

Just to throw another spanner in the works, bear in mind that, for a similar amount of money, you could have a very well-equipped Kia EV6. Sure, it doesn’t have the same premium image as the Volvo, but it looks great, it’s better to drive and, if you pick the right battery pack and motor combination, it can comfortably drive more than 300 miles on a charge.

Source: parkers.co.uk

Published in Volvo
Wednesday, 31 August 2022 09:06

New Skoda visual identity

The next generation of Skoda models will not be distinguished by the previous emblem, according to the company, but instead a new mark will be used.

Revealing its new visual identity, along with the new Modern Solid design language, Skoda confirmed that two versions have been created: an updated classic emblem and a lettermark.

The historic emblem, which will be used for communication and digital purposes only, replaces the 3D design for a 2D effect. Like the Volkswagen logo, it's simpler and cleaner than the previous design, so it looks better digitally, according to Britain's Autocar.

The letter version was created to be installed on all future cars. This will be introduced across the range from 2024, with the new Skoda Superb and Skoda Kodiaq models to be announced next year expected to be the first to carry it, followed by the refreshed Skoda Octavia.

It will also have a confirmed seven-seat electric SUV, a supermini and a compact crossover, which should arrive before 2026. These will also be the first cars to go on sale with Skoda's new design language.

Skoda says these changes are the biggest for the company in the last 30 years.

Describing the new logo, head of sales and marketing Martin Jahn said: "We see this as the perfect opportunity to align our brand to a decade of transformation."

For the lettermark, the designers incorporated the accent usually found above the "S" into the letter - which they describe as a key to their Czech roots. The firm wanted to maintain the accent while removing the confusion it believed it had created among non-Czech-speaking customers.

The new emblem features two different shades of green, called Emerald and Electric, which Skoda says represent ecology, sustainability and electromobility.

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The new version of Honda's small SUV deserves a "most improved" award for addressing all our complaints—except the acceleration.

Pacific Northwest loggers run the mountain roads with flat-footed confidence, even in the rain, and because it's almost always raining, they've had lots of practice. It was raining during our test drive of the 2023 Honda HR-V, and the 18-wheeler in the rearview mirror came up behind us like it was auditioning for a remake of Duel. To avoid becoming a Peterbilt hood emblem, we put the pedal down. Floored, the HR-V made more noise, but, in disappointing CVT-equipped fashion, did not go noticeably faster. Just as we were preparing to be absorbed into a truck grille, the straight uphill road took a right, then a left, and then a fun series of sweeping curves. The truck slowed down, and the HR-V swept through at full speed. It was the first of several pleasant surprises from the redesigned small Honda.

The HR-V is not a car with a reputation for fun surprises. Since its introduction in 2016, it has been a sensible and uninspiring choice of transportation, a vehicle meant to solve the basic problem of transportation with a little extra space. The redesigned HR-V is hoping to shed its reputation for dull driving while holding on to its promise of value and practicality. To do so, Honda moved it from the tiny and now departed Fit platform to the larger Civic underpinnings while giving it a tad more horsepower and a lot more personality. The new model is nearly 10 inches longer and three inches wider than the first-generation HR-V, with less stubby proportions and a growly front fascia—yes, you're so tough, little SUV.

2023 honda hrv
 

The exterior rework brings wide LED lights in front and rear, dramatically framed inlets and patterned grilles in the nose, an angled hatch, and a clean roofline, thanks to roof panels that are laser brazed, which leaves a smooth finish. It won't go down in the annals of groundbreaking automotive design, but we found it sort of endearing, like an angry hamster.

Inside, things are more appealing and less raging rodent. The seating position is lower and more carlike than in the outgoing model, which sat the driver high and upright. The seats are patterned fabric in the LX and Sport trim and leather in the top EX-L, offering a pop of texture across all levels. The pillowy dash echoes the Civic with an unbroken line of honeycomb mesh across all the vents. The steering wheel is thickly padded. The car is more cohesive and stylish than the previous generation, with a good mix of physical buttons and digital displays. The center console is a work of ergonomic art, with a tall shifter, deep cupholders placed forward and out of the way, and several places to store or charge a phone, including a pass-through that gives the passenger access to their own phone storage and USB charging. The EX-L trim we drove also offered wireless charging in the front tray. While upper touch points are squishy soft, the plastic lower on the door panels has a wavy corrugation. It hides scuffs, adds rigidity to the large door pockets, and is both a clever and an attractive solution to an area of the car that gets a lot of rough handling—or, more accurately, footing.

2023 honda hrv
 

HIGHS: Nicer to spend time in, easier to see out of, improved ride and handling.

If you're still hung up on the lower seating position—a higher viewpoint is one reason people have moved to SUVs—we assure you that visibility in the new HR-V is vastly improved. The beltlines of door and hood are lower, the A-pillars are thinner, and the driving position is more comfortable while offering a better view. Honda says the front seats were redesigned with more internal structure to offer support and a better posture, and after a full day of outrunning trucks and chasing waterfalls in blatant defiance of TLC's advice, we agree that whatever is happening inside the seat cushions makes a positive difference. The new seat is not only soft and supportive but also highly adjustable. Between that and the good sightlines, we'd put the new HR-V high on a list of recommended cars for folks of smaller stature. Tall drivers will still fit fine behind the wheel, and the rear seats lean back and offer more padding than the outgoing model's. So even though this utility vehicle is small, the passengers don't need to be.

 

2023 honda hrv
 

If it's stuff you're carrying, you may be saddened to hear that the "magic seat," which offered the option of flipping up the rear seat bottom for more hauling space, is a casualty of the new chassis design. Unless you're regularly taking your fiddle-leaf fig for a drive, we’d say it's a fair trade for the much more comfortable back seat and the excellent handling characteristics. General cargo space is slightly decreased behind the rear seats, but they still fold flat, so you can carry plenty of shorter plants, a bicycle, or all your dirty laundry on your way to your parents' place for spring break.

Features and pricing are simplified from 2022. There are three trims, each standard as front-wheel drive, with all-wheel drive a $1500 option. The base LX starts at $24,895, while the top trim EX-L requires $28,695. The engine and transmission are unchanged by trim choice, and all of Honda's safety-related driver aids come standard on all models. The EX-L gets the eight-way adjustable leather seats, a sunroof, dual-zone climate control, and a 9.0-inch touchscreen infotainment interface, among other audio and tech upgrades. We liked the Sport trim's black accents, orange interior stitching, and lower $26,895 price. Honda famously doesn't offer mechanical or convenience options on any given trim, but the all-wheel-drive EX-L we had in for testing was slathered in Nordic Forest paint that added $395 to its bottom line. Its $30,590 total price is pretty much the most you can pay for one of these.

2023 honda hrv

The HR-V powertrain remains unsatisfying. It's better than the last one, but by so little, they shouldn't have bothered. The previous loud and lethargic 1.8-liter four-cylinder made 141 horsepower, getting the all-wheel-drive vehicle an EPA rating of 28 mpg combined. The new model's 2.0-liter engine, also borrowed from the Civic, makes 158 horsepower, is still loud and lethargic, and helps the all-wheel-drive version get a 27-mpg combined EPA rating. But this new HR-V did prove more efficient on our 75-mph highway fuel-economy loop, averaging 32 mpg, an improvement over the outgoing model's 30-mpg showing.

LOWS: Still slow, still noisy, not quite as adept at carrying cargo.

In performance testing, the EX-L AWD reached 60 mph in 9.4 seconds, quicker than the 10.1 clicks the previous version needed. Performance falls off quickly, as a full quarter-mile takes 17.3 seconds, only 0.5 second better than before. Honda made some attempt to quiet it down with a polished crankshaft and a low-friction cam drive, but it still howls and shivers when you floor it. The CVT behind it plays make-believe as a gearbox, promising faux downshifts and stepped acceleration to distract from the hardworking four-banger, but straight-line acceleration is all bark and barely a nibble.

2023 honda hrv

We did see improvement in the stopping numbers. In the 70-mph braking test, the new HR-V came to a halt in 172 feet, eight feet shorter than the last one. Like many small SUVs, the previous HR-V offered all the driving pleasure of a Home Depot lumber cart. The new HR-V may not be superquick, but it's light and cheery on the road, feeling connected while still cushioning choppy pavement. This is thanks to the multilink rear suspension, which replaces the torsion-beam setup of the previous generation. The body also uses more adhesive for increased rigidity. Aluminum components reduce weight front and rear, and the front suspension rides smoothly on a low-friction damper mount. The steering, too, is vastly better than the previous car's and feels light but not flimsy. The driving experience was notably better subjectively, but that was not borne out when the HR-V was making circles at the limit on the skidpad. There, the 2023 vehicle pulled 0.80 g, whereas the previous model did 0.84.

We got behind the wheel of the HR-V expecting a dutiful but joyless driving experience. What we found was a charming small machine that could use a bit more push (to keep from being pushed by fast-moving tractor-trailers) but made a willing and encouraging road-trip companion. Big windows, easy-to-read displays, an attractive and comfortable interior, and a pliable chassis are the HR-V's defining characteristics. This is still a vehicle designed to solve the basic problem of transportation, but it now fulfills that mission with lively enthusiasm, if not outright speed.

Source: caranddriver.com

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Friday, 26 August 2022 06:41

Volvo XC90 Recharge mixture survey

"The Volvo XC90 Recharge is beautiful, lavish and alluring yet it's not the most prudent enormous half and half SUV"

An opponent for the Mercedes GLE half and half, Audi Q7 TFSI e, BMW X5 xDrive45e and other huge extravagance mixture SUVs, the Volvo XC90 Recharge is a petroleum electric cross breed that plans to consolidate the reasonableness and solace of the remainder of the reach with great execution and further developed mileage.

The Recharge sits at the highest point of the XC90 territory, so while it's absolutely not modest, it is seething with hardware and highlights. Its inside is a fabulous spot to be, perfectly planned and loaded with innovation - the vast majority of which is controlled or observed by a halfway mounted picture infotainment screen that acts rather like a tablet. It's vaporous inside and the cowhide managed seats are among the most agreeable fitted in any vehicle for long excursions.

Power comes from a 2.0-liter petroleum motor in addition to an electric engine, which join to deliver 448bhp. It's exceptionally quick for this sort of vehicle, however the XC90 Recharge isn't a games SUV - the BMW X5 xDrive45e, for instance, handles better on more tight streets. Consider rather the XC90 Recharge as a strong and truly agreeable vehicle for regular driving, and the Volvo takes some beating.

Regardless of having seven seats and a crossover powertrain, the Volvo XC90 Recharge is still extremely reasonable. The batteries just diminish boot space by 40 liters and even with each of the seven seats up, you've actually got a boot that is a comparative size to a supermini's. Grown-ups will be very cheerful in the rearmost seats, albeit a Land Rover Discovery will be considerably more agreeable in the event that you're routinely conveying heaps of individuals.

MPG, running expenses and CO2

With the Recharge's authoritatively cited economy figure of 83.1 to 217mpg, you'd be excused for thinking it was one of the most economical half and halves around, yet unfortunately this isn't true during genuine driving. To accomplish anything near this figure, you'll need to drive without taking advantage of the vehicle's incredible presentation, stick to metropolitan streets and ensure its batteries are completely energized, as well. Its electric-just scope of somewhere in the range of 27 and 43 miles (contingent upon the haggles fitted) is cutthroat with most opponents, yet the BMW X5 xDrive45e is in front of the Volvo with its 50-mile range, because of a 24kWh battery, while the Mercedes GLE 350 de has a much bigger 30.8kWh battery and 66-mile range. The XC90 Recharge has a 14.9kWh lithium-particle battery.

As it's a half and half with CO2 discharges of 28-76g/km, the XC90 Recharge has a low first-year charge bill (normally moved into the out and about cost). After this, you'll pay the option fuel vehicle VED rate each year, in addition to an extra charge from years two to six, because of the Recharge's £40,000-in addition to asking cost. Because of its low outflows, the mixture XC90 has a low Benefit-in-Kind (BiK) organization vehicle charge rating, yet it's at this point not excluded from the London Congestion Charge, which currently just applies to zero discharges models.

Similarly as with all Volvos, the module XC90 accompanies a guarantee that goes on for a considerable length of time or 60,000 miles, whichever starts things out. Because of the presentation on offer, the Recharge is among the most costly XC90 to safeguard; it sits in bunches 44-45 (out of 50) contingent upon trim level.

Motors, drive and execution

With 448bhp from its joined petroleum motor and electric engine, the XC90 Recharge is the quickest vehicle in the reach. It can reach 62mph from a stop in 5.4 seconds, while its maximum velocity is electronically restricted to 112mph. There's loads of force down and out the fire up reach and it is great to overwhelm execution. It's a second quicker to 62mph than the eco-disapproved of Mercedes GLE 350 de, yet has an emphasis on solace so it's not the most ideal SUV for twisty streets. It's quite far off offering the lively allure of the BMW X5 xDrive45e, as well. The Volvo is best at loose, steady, rapid cruising; it's a major, weighty vehicle that becomes disrupted assuming you're too forceful in the corners.

The XC90 Recharge is as yet a delight to drive, in any case. Its controlling is light and there's bunches of grasp and foothold on account of its four-wheel-drive framework, making it more fulfilling than the delicate Lexus RX L 450h. Like most XC90s, the Recharge is most at home on more extensive, open streets, however by and large's not difficult to drive generally speaking gave its size isn't an issue. On the off chance that you're utilized to a more modest vehicle, you could require an opportunity to conform to the Recharge's significant length, width and weight.

Inside and solace

Moderate yet sumptuous - the Volvo XC90 has one of the most outstanding insides around
Perhaps of the greatest benefit the Volvo XC90 Recharge has over its adversaries is its awesome inside. It's gigantically agreeable paying little mind to where you're sitting, with lashings of cowhide and quality trim causing it to feel unmistakably upmarket. It's planned in a pleasingly unfussy way, as well.

The dashboard is overwhelmed by a focal touchscreen that controls everything from the multi-zone environment control to the sat nav, sound system and different settings. On the off chance that you're mechanically disapproved, you'll adore the tablet-like connection point - however if not, it could require an investment to become accustomed to. Joined by another screen replaces customary dials behind the directing wheel. This is not difficult to peruse and can show every kind of data, including sat-nav bearings. Touch radio, and Android Auto network and an incredible 10-speaker sound system come as standard. Google-based programming additionally implies it feels immediately natural to cell phone clients.

Given you don't work the motor too hard, it's surprisingly calm in the XC90 Recharge's inside, which when joined with the agreeable and broadly customizable seats, 'CleanZone' air quality control framework and a delicate, controlled ride, makes it an exceptionally great vehicle to go in. With the air suspension (standard on the Ultimate models), things just get more wonderful.

Standard hardware is phenomenal on the Recharge, paying little heed to which trim level you pick. The cross breed can be had in Core, Plus and rich Ultimate trims, alongside Dark and Light renditions for a really brandishing or customary outside plan with sparkle dark or chrome trim separately. Indeed, even the least expensive is genuinely rich, with 19-inch combinations, full LED headlights, front and back stopping sensors and a switching camera, a fueled rear end and full cowhide trim, among other engaging elements.

Furthermore profits by an opening all encompassing sunroof, versatile headlights, a 360-degree camera, surrounding inside lighting and a Harman Kardon speaker update. Extreme adds 21-inch composites and versatile air suspension, alongside fleece mix upholstery, a head-up show and a significantly more impressive Bowers and Wilkins sound system with 18 speakers for a really vivid encompass sound insight.

Reasonableness and boot space

A lot of room for seven individuals and an enormous boot that is effectively made much greater
As perhaps of the biggest vehicle out and about, it's not shocking that the Recharge is likewise exceptionally extensive inside. With each of the seven seats being used, there's 262 liters of room in the boot - extraordinary for a vehicle of this sort. Notwithstanding, crease them generally down and you're left with a colossal, van-like 1,816 liters to the rooftop. With all seats in the second and third lines collapsing exclusively, Volvo claims the seats can be arranged in 32 distinct ways. The XC90 is a lot greater and more flexible than the five-seat BMW X5 xDrive45e; just the electric Tesla Model X can match it in the class - it beats the Volvo's complete seats-collapsed space, yet its third line isn't exactly as obliging.

Leg and headroom are fantastic in every one of the three lines and third-column travelers shouldn't experience a lot of difficulty getting into their seats thanks to huge entryways and sliding center column seats. There are a lot of cubbies dispersed all through the lodge, with even third-column travelers getting their own stockpiling canisters.

Assuming you intend to tow with your XC90 Recharge, it's essential to take note of that its most extreme braked-trailer towing weight is 2,400kg. This is 300kg under XC90s with the most impressive motors, so in the event that you anticipate towing a huge train, horsebox or boat trailer, you could require the petroleum or diesel model. The Recharge's towing limit is still nice, particularly as numerous crossovers can tow a negligible portion of that weight.

Dependability and wellbeing

Class-driving evaluations and loads of astute wellbeing innovation
The freshest Volvo XC90 didn't highlight in our Driver Power 2021 review however the more modest Volvo XC40 came eighth out of the main 75 vehicles marked down. Volvo itself completed 10th out of 30 producers. Proprietors commended motors and gearboxes, as well as solace and in-vehicle amusement, and the brand performed well for security. All of this looks good for the reach besting crossover XC90.

Volvo is celebrated for its wellbeing and the XC90 is no exemption, procuring a five-star Euro NCAP crash-test score and incredible 97 and 87% evaluations for grown-up and youngster security individually. The XC90 likewise has bunches of smart innovation fitted as standard to assist with staying away from crashes, including IntelliSafe, a framework that cautions of perils ahead and brakes for you if necessary - basically a high level AEB (programmed crisis stopping mechanism.

The vehicle additionally includes a high level vulnerable side checking framework that can control once again into path assuming you're going to crash into another vehicle, and will try and brake and steer itself assuming it detects you've left the street. These, in addition to a lot of other standard frameworks, cause the XC90 To re-energize one of the most secure SUVs around - crossover etc.

Published in Volvo
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The second generation of the Japanese crossover is a common sight on our streets, and what adorns this car are low costs, comfort, and build quality. As such, it is a frequent choice on the second-hand market, and on this occasion we bring the advantages and disadvantages of the second-generation Nissan Qashqai model.

The second generation Nissan Qashqai was introduced in 2014, and used examples from the beginning of production can be found on the domestic market for around 11,500 euros. The redesigned version debuted in 2018 with new technology and several new units on offer.

Originally, 1.5-liter and 1.6-liter diesel engines were offered, as well as 1.2-liter and 1.6-liter turbo gasoline engines. In both cases, the smaller units were actually preferable in terms of cost and sleekness. A CVT automatic transmission called Xtronic was available as an option, but the slightly noisier operation of the engine with this transmission turned many away, so they opted for a six-speed manual transmission. The redesign from 2018 brought some changes, but also a new range of engines, so a 1.3-liter gasoline unit with 140 hp or 158 hp was available.

As for the diesel, the 1.5-liter engine remains the same as before, but a 1.7-liter diesel with 150 hp was introduced in 2019. Some of the most important positive features of the Qashqai model are a high level of comfort and a feeling of spaciousness, primarily due to the comfort of the seats and suspension.

It should be said that the finish of the material is much better compared to the first generation, such as soft handles and feet, as well as much better sound insulation. The second generation Qashqai offers a sense of balance when driving, which is rarely found in any crossover, especially in corners where it inspires confidence when you step on the gas pedal.

When talking about engines, the best choice is economical diesels: 1.5 dCi (110 HP) and 1.6 dCi (130 HP). Turbo petrols are quieter, and also don't consume much, and have similar dynamics to diesels. The trunk has a volume of 430 liters, which is certainly not a record in the class, but it is quite enough for most needs.

As for the flaws, the Nissan Qashqai received the most criticism during its first years of production, and most of them were related to some "childhood diseases", such as the early failure of the factory battery, oil leaks on the valve cover, and the halogen lights were able to weaken quickly. .

Among second-hand examples, diesels make up the overwhelming majority, and the most important thing is to find a well-maintained example because you won't have any problems with it. The durability and quality of the Nissan Qashqai model is both a virtue and a disadvantage when buying a used model. Because this crossover is very solidly built, which makes it somewhat resistant to use, you may have trouble determining the true condition and mileage of the car. That is why it is important to pay attention to determining the correct mileage, because its use could be well concealed.

As Auto Klub writes, the owners' experiences are excellent, and the second generation still looks modern, offering comfort, spaciousness, reliability and economy. It is a quality and versatile car with an excellent choice of engines and a very good chassis. Prices for the oldest models with the highest mileage start at 11,500 euros, while a well-equipped redesigned version will cost you more than 20,000 euros. With a little searching, you can find a decent copy with a price of around 15 thousand euros.

Published in Blog/News

The decision: The all-new Mazda CX-50 is a capable — if unacceptable — reduced SUV that does most things effectively, however it doesn't do a lot to push Mazda's setup toward another path.

Versus the opposition: Given how firmly paired the minimized SUVs in our most recent correlation test were, it would be great assuming the CX-50 accomplished other things to separate itself from its opposition — or even its CX-5 stablemate.

At the point when Mazda uncovered the 2023 CX-50 in November 2021, it was obviously hopping on board the rough terrain vehicle fad that turned out to be progressively common in the market as the COVID-19 pandemic delayed and individuals searched any reason to escape the house. Rough terrain vehicles and trims are obviously the new shut down appearance bundles.

Related: 2023 Mazda CX-50 Vs. 2022 Subaru Forester Wilderness: Who Off-Roads Better?

The CX-50 has standard all-wheel drive, a six-speed programmed transmission and a decision of two 2.5-liter four-chamber motors: a normally suctioned variant with 187 strength and 186 pounds-feet of force or a turbocharged form making either 256 or 227 hp and 320 or 310 pounds-feet of force contingent upon whether it's burning premium gasoline.

We drove a reach finishing off Premium Plus CX-50 with the 2.5-liter super both now and again street to check whether it could bear outing in its very packed and serious section. Sadly, the CX-50 doesn't actually stand apart even in Mazda's own setup, where it's in direct contest with the CX-5 (for the time being, in any case).

Driving the CX-50

Regardless of utilizing an alternate stage, the CX-50 drives a ton like its CX-5 kin. One thing generally present in Mazda vehicles is open controlling, that is as yet the situation in the CX-50. Tragically, it needs other on-street capacities that could make the most of that: The ride is weak, and influences were unforgiving with the 20-inch wheels that come norm with the 2.5 super motor. Forceful cornering produces body roll and some understeer, however no more than you'll track down in basically any SUV in this fragment. Most contenders, nonetheless, additionally have guiding that feels substantially more numb.

For more nitty gritty rough terrain impressions, you can peruse my drawn out contemplations here. Without driving a CX-50 outfitted with the Meridian treatment, which incorporates more serious off-road tires, checking exactly the way that competent the CX-50 could be is hard. We can address its exhibition with road tires and 20-inch wheels, however, and with that arrangement, the CX-50 effectively explored a light rough terrain course, yet it never felt cheerful doing as such. The CX-50 is intended to be the vehicle that gets you and your stuff to the trailhead, not one that goes down the path, yet in the majority of those cases, you'd be similarly as fruitful arriving in a Camry. The CX-50 isn't intended for serious or continuous going 4x4 romping, so assuming you're searching for something to that effect, look somewhere else.

It's conceivable the Meridian Edition, with its more modest haggles rough terrain tires, could feel both more fit rough terrain and cushier on asphalt, yet it's presumably not going to supersede a portion of the more able delicate roaders in its fragment, similar to the Ford Bronco Sport Badlands, the Subaru Forester Wilderness or any of the various Toyota RAV4 TRD models.

The CX-50's mileage is fair, at any rate, and there's a sad punishment for getting the more impressive super motor. The normally suctioned 2.5 is appraised 24/30/27 mpg city/thruway/joined, and changing to the turbocharged powerplant drops those appraisals just somewhat to 23/29/25 mpg. Obviously, to get the most pull and force out of the super 2.5-liter — 256 hp and 320 pounds-feet — Mazda suggests utilizing premium gas. That is obviously more costly than customary, and the 2.5 super doesn't give overpowering power on it; it's far-fetched that proprietors will miss the additional 29 hp or 10 pounds-feet of force assuming they decide on standard. The super motor gives sufficient power when called upon, however it can sound stressed and crude under heavier burdens.

The CX-50 likewise adds two new drive modes: Off-Road and a super selective Towing. Rough terrain helps a piece whenever difficulties arise, however there's no extra configurability past "Rough terrain" to assist with explicit kinds of landscape. Towing mode is select to super controlled CX-50s, which can tow 3,500 pounds versus the 2,000 pounds the non-super CX-50 can pull. The other driving mode worth focusing on is Sport, however that is simply to take note of that it doesn't do a lot to change the personality of the CX-50.

Happy with, Frustrating Interior

The front and back seats of the CX-50 don't feel a lot roomier — or truly entirely different by any means — from a CX-5. The CX-50's more forceful roofline and Mazda's most memorable power-sliding all encompassing moonroof cut into headroom a piece, yet there's not an awkward seat in the vehicle. The CX-50's freight region is likewise stunningly spacious, if essential, with two little cubbies for more modest things. (They were, for example, an extraordinary spot to put a few valuable six-packs of Wisconsin-elite New Glarus brew while driving home to Illinois.) We estimated the CX-50's freight volume at 18.13 cubic feet — almost indistinguishable from the 2021 CX-5 we estimated at 17.91.

What's tricky is Mazda's infotainment framework. The bigger 10.25-inch show in our test vehicle (a 8.8-inch screen is standard) is in fact a touchscreen, yet it doesn't work as such as a rule. Contact control possibly works when the vehicle isn't moving; when the vehicle is driving, a handle regulator is the best way to explore the presentation and make choices. In any event, that was the situation before Mazda gave touchscreen usefulness back while utilizing Apple CarPlay and Android Auto. It's a brilliant choice given how much more straightforward it is to utilize a cell phone reflecting point of interaction like you utilize a cell phone. Both those connection points work remotely, however I saw some slight lagginess in remote CarPlay while rapidly burnning through tunes.

While bringing back touchscreen capacity is great, the actual screen is situated so high and profound on the dashboard that considerably longer-equipped drivers and front travelers might experience difficulty arriving at it. I switched back and forth between utilizing the touchscreen and the disappointing handle contingent upon the circumstance and how agreeable I felt inclining forward.

On the off chance that you're not utilizing Apple CarPlay or Android Auto, the remainder of the UI looks dated and can be confounding. It seems like Mazda is imitating early cycles of BMW's iDrive before the Bavarians dealt with every one of the issues.

A portion of the CX-50's rivals have their own idiosyncrasies and flaws with regards to this stuff, yet for an all-new vehicle like the CX-50 to have the normal, worn out tech that is baffled us in other Mazdas is frustrating.

Mazda means to be viewed as a more exceptional automaker than, say, Toyota or Honda, and the CX-50 is attempting to satisfy that objective. Its inside materials are a stage above contenders', and construct quality is first rate. Actual controls have a strong vibe, and an accessible head-up show is a superior touch. Contrasted and an Acura RDX, the CX-50 may not beat the competition, however contrasted and a Honda CR-V or Toyota RAV4, it is probably going to intrigue.

Wellbeing

The CX-50 has various standard dynamic security highlights, including Mazda's low-speed City Brake Support programmed crisis slowing down with passerby recognition, as well as path takeoff advance notice, path keeping help and vulnerable side observing with back cross-traffic alert. I didn't find these highlights excessively nosy or pointless during my time in the CX-50, which isn't generally the situation. The discretionary head-up show was great, if exceptionally fundamental in its usefulness.

As of this composition, the CX-50 has not yet been assessed by either the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration. In our own Car Seat Check, the CX-50 procured generally Bs and one A grade - write Cars.com.

Published in Mazda
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