Displaying items by tag: SUV

With or without its wayback garb, this baby Bronco remains impressively capable.

Ford continues to channel the rich history of its iconic Bronco 4x4 with the introduction of two new retro-inspired special editions of its compact Bronco Sport SUV.

The 2023 Bronco Sport Heritage Edition and Bronco Sport Heritage Limited Edition celebrate the birth of the Bronco brand with a classic-themed appearance package that takes styling cues from the original 1966 truck. Both variants feature a white roof, white rear badging, white 17-inch aluminum wheels, and a white grille with red BRONCO lettering.

The Bronco Sport Heritage Edition, built on the Big Bend trim level, utilizes Ford's 181-hp turbocharged 1.5-liter inline-three, which is paired with an eight-speed automatic transmission and all-wheel drive. Suspension features include hydraulic front bump stops and specially tuned springs included in Ford’s High-Performance Off-Road Stability Suspension (HOSS) system package, plus five user-selectable "G.O.A.T." terrain modes for off-road driving.

The Heritage Edition's interior styling includes white trim accents, plaid cloth seats, blue-and-red accent stitching, a microsuede center console armrest, and Navy Pier Blue accents on the door panels and dash. Buyers have a choice of seven paint options, including Robin's Egg Blue, a throwback color based on one that was available on the original Bronco.

The pricier Heritage Limited Edition is derived from the Bronco Sport lineup's more off-road-focused Badlands package, which features the larger turbocharged 2.0-liter inline-four, two additional G.O.A.T. modes, a torque-vectoring rear differential, and a lockable center clutch pack for the all-wheel-drive system. Our Peak Blue sample is one of three paint shades available, the others being the lighter Robin's Egg Blue and the intense Yellowstone Metallic.

Heritage Limited Edition–specific features include larger 29-inch all-terrain tires, leather-trimmed seats, and white door inserts. A retro-style plaque adorns the center console, while metal Bronco door badging in the classic '60s script is satisfyingly eye-catching.

Despite its basis in the humble C2 unibody platform as used in the Escape SUV and Maverick pickup, the Bronco Sport proves to be unexpectedly capable off-road, with the 2.0-liter's 250 horsepower and 277 pound-feet of torque making light work of the steep gullies, embedded boulders, and deep sand that constitute the Johnson Valley area of the Mojave Desert. (So much of the model's off-road development was conducted here that Ford chose to include a geographic coordinate from the area as an Easter egg hidden in the molding of the rear hatch trim.)

An aluminum skid plate, part of the standard Badlands equipment package, eases concerns of stabbing the Bronco Sport's underbody with spiky terrain elements. Despite the Sport's modest ride height, its 8.8-inch ground clearance (on 235/65R-17 tires, the model's largest available) proves to be perfectly adequate for comfortably brisk-paced desert driving as we follow the dusty wake of our guide, Melissa. She is well-versed in the Bronco Sport's abilities, having taken a stock Bronco Sport Badlands to first place in the 1500-mile, off-road Rebelle Rally in both 2021 and 2022.

It is the suspension that makes the Bronco Sport, and despite the plethora of off-road driving modes available, this SUV handles even soft trail running just fine in its standard drive mode. Locking in the all-wheel-drive system and the rear differential is more than sufficient for confident thrashing in deeper sand.

All of that would be equally true for the less retro-tastic Badlands model, however. At $46,250, the Heritage Limited Edition is fully kitted out, carrying nearly $5000 worth of features that are optional on the Badlands. Screen that out, and you see that the retro look carries a roughly $2000 premium. One rung down, the $34,245 Heritage Edition represents a roughly $1500 upcharge over the equivalent Big Bend model.

Is that worth it? Well, several miles east of where we drove this Bronco Sport, classic Broncos, stock and modified, are swarming the viewing areas of this year’s King of the Hammers desert road-race competition. For off-road enthusiasts, the appeal of those classic Broncos, the reborn Bronco, and this offshoot Bronco Sport is wrapped up in the combination of capability and aesthetics. The Bronco Sport Heritage Editions lean more heavily on the latter, but to no detriment of the former.

caranddriver.com

Published in Ford
Monday, 20 February 2023 07:57

2023 Mitsubishi Outlander Sport

The Outlander Sport is not for those who want the latest technology or for those whose passion is driving. Instead, it's for getting passengers and cargo from point A to point B. Its climate and radio controls are easy to use, and having selectable all-wheel drive helps those who live in less temperate climates.

Pros
Well equipped for the price
Excellent warranty coverage

Cons
The ride is rough over bumpy roads
Many interior materials look and feel cheap
Transmission is aggravatingly slow to respond
Raucous drone while accelerating, especially with 2.0-liter engine

What's new

All-wheel drive is now standard across the board
Special Edition trims no longer available
Part of the first Outlander Sport generation introduced in 2011

The 2023 Mitsubishi Outlander Sport is the least expensive SUV in the Japanese automaker's lineup and also one of the oldest vehicle designs currently on sale. The Outlander Sport was introduced in 2011 and has undergone many exterior face-lifts in the intervening years. The styling tweaks help the small crossover look more like a modern offering, but there's only so much you can do to mask the Outlander Sport's aging architecture.

For its 12th year on the market, the Outlander Sport receives standard all-wheel drive across the lineup. Other than that, changes are minimal for 2023. The small SUV continues to offer the same blend of value, practicality and acceptable driving dynamics. We recommend checking out its competitors, the Honda CR-V, Mazda CX-50, Subaru Forester and Hyundai Tucson, before going with the Mitsubishi. But if you just need basic transportation from point A to B with a good warranty, the Outlander Sport might fit the bill. Read our Expert Rating below to get all the details on it.

6.1/10
Edmunds Rating
Our VerdictThe Edmunds Vehicle Testing Team evaluates a fresh batch of vehicles every week, pairing objective assessments at our test track with real-world driving on city streets, freeways and winding roads. The data we gather results in our Expert Ratings. They’re based on 30-plus scores that cover every aspect of the automotive experience.
The Outlander Sport is not for those who want the latest technology or for those whose passion is driving. Instead, it's for getting passengers and cargo from point A to point B. Its climate and radio controls are easy to use, and having selectable all-wheel drive helps those who live in less temperate climates.
Rated for you by America's best test team.

Performance 5.0/10

How does the Outlander Sport drive? The "Sport" in Outlander Sport is a misnomer. The engine is underpowered, the continuously variable automatic transmission performs poorly, and handling and suspension tuning are unrefined. It's a pretty dreary vehicle to drive. Acceleration is jumpy from a stop but settles into a 8.5-second crawl to 60 mph. Under heavy braking, we noted both extreme nosedive and side-to-side wiggle, neither of which instills confidence.

There's very little on-center steering feel, so you must constantly tend to the Outlander Sport's steering, and inputs are met with a delayed reaction from the SUV. Stiff shocks make the Outlander Sport skittish, especially around bumpy corners, yet do nothing to tame the large amounts of body roll.

Comfort 5.0/10

How comfortable is the Outlander Sport? The Outlander Sport lacks the ride comfort and suspension compliance of its competition. For a vehicle that has been on the market for as long as this Mitsu has, there's really no excuse for this. It's OK for around-town use, but long-distance drivers should look elsewhere.

The ride is particularly egregious: harsh over bumps yet floaty over smoother undulations, giving you the worst of both worlds. The leather-upholstered seats in our test vehicle were hard and inflexible, and the cabin was noisy from traffic, road surfaces and the loud climate control fans.

Interior 6.0/10

How’s the interior? If you're the right size, the Outlander Sport's ergonomics are appealing. This SUV is easy to operate, with clearly marked controls and an easy-to-read instrument panel. The large door openings allow easy access to the front seats. Rear passengers will have to duck a bit to maneuver into the seats. Overall, interior space is lacking, with less rear headroom than some competitors and an interior that feels tight from every seat.

Compounding the lack of roominess, the driver's seating position is not particularly adjustable, forcing you into a sit-up-at-the-dinner-table posture. Visibility is also lacking, with large roof pillars and a small rear window that limits your view out of the back.

Technology 6.5/10

How’s the tech? Don't come here if you're looking to get your connectivity or mobile technology fix. What the Outlander Sport provides is basic connectivity. One upshot of the simple infotainment system is that it's very easy to learn to use. Apple CarPlay and Android Auto aren't standard on the base model, but the standard Bluetooth connectivity is simple to set up.

Basic active safety features such as automatic emergency braking are not standard and only appear on the midrange SE trim or higher. There's no adaptive cruise control at any trim level.

Storage 6.5/10

How’s the storage? The Outlander Sport doesn't excel in any area but works acceptably for cargo duty. The 60/40-split rear bench seat can be folded without removing the headrests or sliding the seats forward, but the release button is difficult to access from the cargo area. Once folded, the load floor is flat and expansive, and the tall roofline makes loading easy.

There's an average amount of small-item storage inside the Outlander Sport. The door pockets are large and can accommodate a medium-size water bottle, and the cubby under the center stack can hold a phone. There are two cupholders and a cubby situated in the center console. Car seats can be accommodated in the two outboard rear seating positions thanks to easily accessible lower hooks, while the upper hooks can only be accessed from the cargo area.

Fuel Economy 6.0/10

How’s the fuel economy? The Outlander Sport GT is rated to get 25 mpg in combined driving (23 city/28 highway). We saw an average of 22.7 mpg over the course of three fill-ups while driving on city, highway and mountain roads. While on the low side, this type of result is expected for an underpowered vehicle.

Value 8.0/10

Is the Outlander Sport a good value? For those who value cost above all else, the Outlander Sport offers the basics as a compact SUV. We could easily recommend any number of other models, but they would all cost more. Our test vehicle came in a few thousand dollars under direct competitors. But you may be willing to spend more to get better performance, additional connectivity features and driver assists that are simply not available on the Outlander Sport.

The Outlander Sport's design is dated, but it feels sturdily assembled even if the quality of materials is subpar. On the plus side, Mitsubishi offers a very strong warranty and a roadside assistance program similar to those found on premium vehicles. That peace of mind certainly adds to the Outlander Sport's value proposition.

Wildcard 6.010

A jack-of-all-trades but a master of none, the Outlander Sport is purely a machine for transportation. Any sort of fun or enjoyment will come from the overactive imagination of the driver. As an easily approachable, no-nonsense car, the Outlander Sport appeals to those who prioritize a low price above any kind of driving satisfaction. It's not the most charismatic car you'll meet on the road, but thanks to its warranty and roadside assistance, it is dependable.

Which Outlander Sport does Edmunds recommend?

It might be tempting to get the cheapest Outlander Sport available, but we think the midtier LE trim hits the sweet spot and is worth spending a few thousand more for. That model gets you a tech upgrade with a larger 8-inch touchscreen and Apple CarPlay and Android Auto smartphone integration. You'll also enjoy extra creature comforts like a leather-wrapped steering wheel and heated front seats.

Mitsubishi Outlander Sport models

The 2023 Mitsubishi Outlander Sport is available in five trim levels: S, ES, LE, SE and GT. All but the GT are powered by a 2.0-liter four-cylinder engine (148 horsepower, 145 lb-ft of torque). The GT receives a more powerful 2.4-liter four-cylinder engine (168 hp, 167 lb-ft). Both engines come paired with a continuously variable transmission (CVT) and all-wheel drive is standard on all models.

S
The base S model comes impressively equipped. Highlights include:

16-inch wheels
LED headlights
Automatic high beams
Heated, power exterior mirrors
Automatic wipers
Height-adjustable driver's seat
60/40-split folding rear seats
Automatic climate control
7-inch touchscreen
Drive mode selector
Four-speaker audio system
Single USB port
Auto-dimming rearview mirror
These driver aids are standard on all trim levels:

Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
Lane departure warning (alerts you if the vehicle begins to drift out of its lane)
Automatic high-beam assist

ES
The ES adds:

18-inch alloy wheels
LED foglights

LE
Stepping up to the LE trim adds:

Leather-wrapped steering wheel
8-inch touchscreen
Apple CarPlay and Android Auto smartphone integration
Heated front seats with contrast stitching
Additional front and rear USB ports
Voice recognition controls

SE
Moving up to the SE trim adds:

Power-folding mirrors
Hands-free keyless entry and push-button ignition
Six-speaker audio system
Blind-spot warning with rear cross-traffic warning (alerts you if a vehicle is in your blind spot during a lane change or while reversing)

GT
Besides the more powerful engine, the range-topping GT model gets you:

Black roof rails
Leather upholstery
Black headliner
Power-adjustable driver's seat

edmunds.com

Published in Mitsubishi

Faithful at-home charging can keep the plug-in-hybrid Grand Cherokee away from the gas pumps, but bringing one home won't be cheap.

Hearing the Jeep Grand Cherokee 4xe described as the "most fuel-efficient Jeep ever" gives us the warm fuzzies. It feels like a win for the world and makes us want to parade through an aisle at Whole Foods, high-fiving every farm-to-fork enthusiast until our palms turn red. But while the 4xe's EPA-estimated 56 MPGe and 26 miles of electric-only range are good for a Grand Cherokee, the plug-in-hybrid option is an expensive one.

That's not to downplay the effort by Jeep to reduce its wonderfully luxurious SUV's usage of gasoline. The Grand Cherokee, which was redesigned last year, is an absolute honey on the road. With a firm brake pedal, linear steering, and a smooth ride, the Grand Cherokee moves with confidence. Its lavish interior and robust four-wheel-drive system make it akin to a Kia Telluride that's graduated from off-road boot camp. Unlike its Wrangler 4xe plug-in-hybrid sibling, the Grand Cherokee 4xe is subdued and quiet at speed. At idle, however, a grumpy 46 decibels from the inline-four echo throughout the cabin.

A 270-hp turbo 2.0-liter and two electric motors bring the total output to 375 horsepower and 470 pound-feet of torque, a combination potent enough to make passengers ask, "This is a four-cylinder?" (which, really, is the best compliment a four-cylinder can hope for). We noticed some hesitation when accelerating hard from low speed as the gas engine and electric motor bickered over whose turn it was.

In the Wrangler, we noted this powertrain's rocky transitions between gas and electric propulsion, although they were somewhat lost amid the Wrangler's general cacophony. In the vastly more polished Grand Cherokee, the powertrain's hesitation and its abrupt transitions stand out.

Eventually, the powertrain suffered a more serious fault, and the hybrid system went silent. As a result, we were unable to record an as-tested fuel economy, nor can we provide you with the 4xe's 75-mph highway fuel-economy results.

We were able to perform instrumented testing before the hybrid-system failure and found that the 4xe is the quickest version of the new Grand Cherokee. It springs to 60 mph in 5.3 seconds and hits 100 mph in 13.9 seconds, right as it reaches a quarter-mile. That's 0.3 second quicker to 60 mph and 1.3 seconds sooner to 100 than the discontinued V-8 version. When it comes to lugging, the 4xe's 6000-pound maximum towing capacity is 200 pounds short of the V-6 and 1200 less than the dead V-8 model.

The Grand Cherokee 4xe starts at $61,660, which is $16,830 more than the base four-wheel-drive V-6 Laredo. The 4xe, though, skips the Laredo trim and is available only in Limited, Trailhawk, Overland, Summit, and Summit Reserve grades. Comparing like trims, the 4xe's upcharge over the V-6 variants with four-wheel drive ranges from $8685 to $10,010—although that can be at least partially offset by the PHEV's $7500 federal tax credit.

Our Overland test rig rumbled in with a $77,525 price tag. The two largest contributions to its bill were optional packages. A Luxury Tech Group IV ($2155) included nappa leather seats with a massaging front row, wireless device charging, and window shades for the back seats. An Advanced Protech Group III ($2235) added head-up display, night vision, and additional driver-assistance features.

This higher-trim model also had the available 10.3-inch front passenger interactive display screen. Taking the opportunity to nerd out, we connected Valve's Steam Deck handheld gaming PC via an HDMI cable while waiting for a takeout order. Although playing the video game SnowRunner in a snowy parking lot sounds ironic and fun, we found the screen to be incredibly dim, even at night with the brightness fully cranked.

Owners with short commutes may be able to avoid gas stations for months, bouncing between the workplace and home, where a typical 240-volt charging connection to the 4xe's 7.2-kW onboard charger can juice up the roughly 14.0-kWh battery in about 2.5 hours. For folks plugging into a standard wall socket, the charge could take eight to 15 hours, depending on the home’s outlet. However, footing the bill for the pricey Grand Cherokee 4xe just to avoid gas stations seems like an overpriced convenience.

Specifications

2023 Jeep Grand Cherokee 4xe
Vehicle Type: front-engine, front-motor, 4-wheel-drive, 5-passenger, 4-door wagon

PRICE
Base/As Tested: $61,660/$77,525
Options: Overland trim (air springs, front tow hooks, hands-free liftgate, LED headlights, backlit door handles, heated and power folding exterior mirrors, 20-inch wheels, automatic wipers, ambient interior lighting, auto dimming rearview mirror power tilt/telescoping steering column, power-folding second row rear seats, McIntosh stereo, front-parking assist), $8015; Advanced Protech Group III (head-up display, night vision, surround-view camera, off-road camera), $2235; Luxury Tech Group IV (nappa leather seats, digital rearview mirror display, wireless device charging, massaging front seats, four-zone climate control), $2155; front passenger interactive display, $1095; Off-Road Group, (Goodyear All-Terrain tires, electronically controlled limited slip rear differential, underbody skid plates), $1095; black-painted roof, $775; Velvet Red Pearlcoat paint, $495

POWERTRAIN
turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 270 hp, 295 lb-ft + 2 AC motors, 44 and 134 hp, 39 and 195 lb-ft (combined output: 375 hp, 470 lb-ft; 14.0-kWh lithium-ion battery pack (C/D est); 7.2-kW onboard charger)
Transmission: 8-speed automatic

CHASSIS
Suspension, F/R: multilink/multilink
Brakes, F/R: 13.9-in vented disc/13.8-in vented disc
Tires: Goodyear Wrangler All Terrain Adventure
265/60R-18 110T M+S

DIMENSIONS
Wheelbase: 116.7 in
Length: 193.5 in
Width: 77.5 in
Height: 70.9 in
Passenger Volume, F/R: 56/51 ft3
Cargo Volume, F/R: 71/38 ft3
Curb Weight: 5664 lb

C/D TEST RESULTS
60 mph: 5.3 sec
1/4-Mile: 13.9 sec @ 100 mph
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.1 sec
Top Gear, 30–50 mph: 3.4 sec
Top Gear, 50–70 mph: 4.3 sec
Top Speed (gov ltd): 117 mph
Braking, 70–0 mph: 189 ft
Roadholding, 300-ft Skidpad: 0.79 g

EPA FUEL ECONOMY
Combined/City/Highway: 23/23/24 mpg
Combined Gasoline + Electricity: 56 MPGe
EV Range: 26 mi

 

Source: caranddriver.com

Published in Jeep
Wednesday, 15 February 2023 06:31

2024 Toyota bZ3X

At first, Toyota’s bZ4X electric SUV had us scratching our heads. Was this a nameplate left scrambled? An unsolved CAPTCHA? However, after Toyota teased a larger bZ5X SUV, and later this compact bZ3X crossover, the nomenclature makes a little more sense. As another offering in Toyota’s growing bZ (Beyond Zero) model lineup, the bZ3X exists today as a concept, but will eventually fill a C-HR-sized hole in the upcoming bevy of Toyota EVs. Powertrain details including battery size and maximum driving range are still closely guarded, but the bZ3X is an obvious entry into the subcompact crossover segment of the future. This a necessary step in Toyota and Lexus’s plan of 30 new EVs by 2030.

What's New for 2024?

It’s early yet, and Toyota is keeping hush on details about the bZ3X, but we think this almost-production-ready concept could be ready for ordering sometime in 2023.

We’ll have to wait until Toyota spills the beans on powertrain details and equipment offerings before we can suggest a specific bZ3X, but it’s likely Toyota would give its most compact electric SUV the option of single front-motor or fully loaded dual-motor powertrains. That’s something to keep the starting price somewhat admirable as a base model, and likely a higher-horsepower and longer-range top-tier offering.

As more information becomes available, we'll update this story with more details about:
EV Motor, Power, and Performance
Range, Charging, and Battery Life
Fuel Economy and Real-World MPGe
Interior, Comfort, and Cargo
Infotainment and Connectivity
Safety and Driver-Assistance Features
Warranty and Maintenance Coverage

Published in Toyota
Friday, 23 December 2022 07:06

First drive: Toyota Corolla Cross

The best-selling car of all time now has a brother: although younger, the new member of the family is bigger, more powerful, and more advanced.

What did we have? So, in the past couple of years, Toyota has rounded out the cross section of its smaller cars.

In order: the urban Aygo received a version transformed into a new model with the X mark (although it is clearly a cross philosophy), then the (inter)urban Yaris experienced a transformation of character and name, getting a bigger brother also with the cross mark, and this fall the legendary Corolla became a dual personality – the Corolla Cross appeared.

The new issue of Auto magazine is on sale, read the driving impressions of the latest car models.

Although the (relatively speaking) basic models became bigger over time, it was not until the family of cross versions gave them dimensions that practically took them half a class higher in terms of dimensions, as is the case with the newly arrived Corolla Cross, which almost equaled its dimensions with the previous generation of the RAV4 model.

It's hard to precisely categorize the Corolla Cross. Although Toyota classifies it in the SUV category of the C segment, we would rather say that, primarily in terms of its capabilities, this is a "light" SUV car.

Compared to the standard Corolla, the Cross has grown in all three directions, it looks serious, it seems convincing and in its essence it differs from the model from which it is an offshoot.

It was created on the proven GA-C platform, so upgrades and improvements were relatively simple, and the application of new technological solutions was easy.

What explains the breakthrough in a few sentences is the hybrid technology of the fifth generation, the improvement of driving, the application of all advanced multimedia solutions, and, last but not least, the comprehensive systems of active and passive safety.

If we add to that the Japanese commitment to reducing consumption and pollution, then we have before us a technically modern work that rightly bears the family name Corolla, created a little more than 55 years ago.

From the outside, Corolla Cross is unmistakably recognizable as a Toyota - it's trapezoidal forms of headlights, front grills, the lower part of the bumper, along with the same lines of elements on the rear part.

Even the side protective panels follow that design idea. The main lights (in all equipment packages) have bi-led technology. The car is 4.46 m long, and in terms of dimensions it is placed between the C-HR and RAV4 models.

In order for everything to be nicely rounded (not to say bumpy), there are several options of alloy wheels, diameter 17 and 18 inches, in several shades and several combinations of appearance and number of spokes.

The new model is intended for family people, who need comfort, space for children, but also enough space for things in the trunk.

The volume of the luggage compartment is 433 liters, and by folding down the backrests of the rear seats, you get 900 liters of additional space.

The heart of the technology is the latest, fifth generation hybrid system. It is about self-rechargeable battery technology, created 25 years ago.

With each improvement, hybrids become better, bringing more power, with less consumption and gas emissions.

It is a completely new hybrid lithium-ion battery: in addition, it is smaller and lighter, with a capacity that is higher by 14 percent.

As for the gasoline engines themselves, there are two on offer - 1.8 and 2.0 liters, which are installed in front-wheel drive versions, and the possibility of intelligent all-wheel drive (AWD) is provided only with a stronger unit.

However, for now, only the version with a two-liter engine is ready for delivery, while cars with a smaller capacity engine are expected soon, probably in the spring.

Until it hits the roads, just a few basic data about the performance of the stronger engine: its exact displacement is 1987 cc, and the maximum power (combined with the electric motor) is 197 hp, and a maximum acceleration of about 7.5 seconds to 100 km/h .

An important item of this car is the planned smart all-wheel drive option.

Although the Corolla Cross is not an example of a classic all-terrain car, the ability to distribute transmission to the front and rear wheels will come in handy in situations where you lose good contact with the ground, when turning or accelerating.

In normal driving modes, power is transmitted only to the front axle, thus reducing consumption.

And, if there is a protective sign Toyota, then it's safety and an almost endless list of systems that protect the driver and passengers.

The starting point is Toyota's technology called T-Mate, which includes protection against almost all risks, from warning of the possibility of a collision, driving assistance, detecting pedestrians or cyclists, obstacles on the road, all the way to assistance when parking or unparking, or navigation in real time.

Meeting the Corolla Cross in person is a surprise, not just because of the car's size, but the character it displays. The car looks strong, but also elegant, large as well as harmonious.

Its height facilitates access from all sides, entry into the cabin is easy and practical, Inside, comfortable seats, steering wheel with optimal dimensions in diameter and circumference.

The digital instrument panel (12.3 inches) dominates in front of the driver, the display of which can be set in countless ways, whether it is the data you want in front of your eyes, or the color.

Even more dominant is the large screen of the multimedia system, with a diagonal of 10.5 inches. Should I say it works faster, better, more…

The Corolla Cross is confident on the road. Quiet, with a quick response on the gas pedal, with smooth acceleration that seamlessly picks up speed, assuring you that the power you need will always be available. And the braking is even, calm, even at higher speeds it won't push you out of the seat.

In a word, comfort is guaranteed, both for the driver and for the passengers, both in the front and in the back. There is more than enough space, and there will be no shortage of entertainment.

Multimedia with connection possibilities via applications, music, wireless mobile phone charger, automatic air conditioning or USB ports...

With the introduction of the Corolla Cross to the range, Toyota has rounded out its range of practical SUVs.

The new model has already arrived in Serbia, we are expecting it soon for a test drive, which will be an opportunity to get to know the model in more detail, which promises good moments behind the wheel, but also the obligation to fulfill the high criteria that buyers of the Japanese brand are used to.

Help
Corolla Cross is equipped with innovative solutions from the T-Mate package for driving and parking assistance: these are advanced parking functions, blind spot control, assistance for safe exit of the vehicle and a reminder of things or people in the back seats.

We list just a few functions that can give confidence to the driver, making driving and parking safer for you, but also for other road users.

Spatial Planning

A convenient load height and boot space mean you'll have room for everything from transporting the kids to enjoying the weekends.

Want more space? No problem! The 60/40 split folding rear seats instantly provide space for suitcases, bikes and anything else you need to take on the road.

Practical space for small items, including a cassette in front of the passenger and a holder for six cups, guarantee that you will have room for everything and everyone.

MyToyota application
When you're busy or driving, the MyT smartphone app provides an intelligent connection between your smartphone and your car, MyT does everything from planning your journey home, to sending you updates and service notifications.

The Hybrid Coaching feature analyzes your driving and tells you how you can improve fuel efficiency on the road.

Published in Toyota
Monday, 19 December 2022 07:55

2024 Mazda CX-90

A larger and more premium three-row Mazda SUV is coming into focus as the 2024 CX-90, which is expected to debut a new turbocharged inline-six and a roomy, luxurious cabin. Mazda’s current CX-9 crossover has charmed us with its athletic handling and handsome appearance, both of which we hope will translate to the CX-90. Mazda’s premium aspirations lead us to believe that this range-topping, three-row, seven-seater will offer more luxury features than its current crop of SUV models does. All-wheel drive is likely to be standard across the range and a plug-in hybrid powertrain called e-Skyactiv will be an option. The all-new longitudinal-engine architecture that the CX-90 is built on is expected to also spawn a two-row SUV named CX-70, which should go on sale shortly after the CX-90. The CX-90 will debut in January 2023 with sales beginning later in the year.

Mazda CX-90 - What's New for 2024?

The CX-90 will be a new nameplate for the Mazda brand when it goes into production in 2023. It is unknown if the CX-90 will replace the current CX-9 in Mazda’s lineup or if it will be offered alongside the smaller three-row model moving forward.

Mazda hasn’t announced pricing or trim levels for the CX-90 but we expect it to follow the brand’s current structure and start around $40,000. When Mazda releases more information on the CX-90’s standard and optional features, we’ll update this story with those details and recommend which one represents the best buy.

Engine, Transmission, and Performance

When the CX-90 launches, it should be the first Mazda to use a new turbocharged 3.0-liter inline-six engine that is expected to be augmented by a 48-volt hybrid system. Such a powertrain is a hallmark of SUVs such as the BMW X5 and the Land Rover Range Rover Sport, signaling Mazda’s desire to move its brand even more toward the premium end of the market. A plug-in hybrid variant will also be offered, possibly using the same 323-hp setup that’s used in the European-market CX-60 SUV, which is comprised of an inline four-cylinder engine, an electric motor, and a 17.8-kWh battery pack. Much like the rest of the Mazda SUV lineup, we expect the CX-90 to come standard with all-wheel drive.

As more information becomes available, we'll update this story with more details about:

Range, Charging, and Battery Life
Fuel Economy and Real-World MPG
Interior, Comfort, and Cargo
Infotainment and Connectivity
Safety and Driver-Assistance Features
Warranty and Maintenance Coverage

caranddriver.com

Published in Mazda
Tagged under
Wednesday, 16 November 2022 13:26

2024 Mazda CX-70 Review

Mazda is growing its SUV setup to incorporate another two-line fair size model called the CX-70. It rides on another stage and is supposed to be more lavish than the brand's more modest CX-5 and CX-50 SUVs. A module half breed drivetrain is probably going to be accessible, alongside an inline-six motor with a 48-volt mixture framework — like the powertrains found in numerous BMW and Mercedes models. While Mazda hasn't yet uncovered the CX-70, we anticipate that it should seem to be like the Europe-market CX-60 (imagined) yet highlight a more extensive body. Its inside will offer more space than the CX-5's and will probably be wearing premium materials.

What's going on for 2024?

The CX-70 is an all-new SUV that in the middle of between the minimal CX-50 and the three-column CX-9. Mazda is currently overhauling its scope of hybrids and says there will be another new model called the CX-90 coming soon also.

Evaluating and Which One to Purchase

Estimating for the CX-70 hasn't been declared, yet we anticipate that it should offer a comparable scope of trim levels as other Mazda models. All-wheel drive will be standard no matter how you look at it, yet we don't know precisely which powertrain designs will be standard and discretionary. Search for the module crossover arrangement to cost a piece extra.

Motor, Transmission, and Execution

We think the CX-70 will offer a decision of either an inline-six gas motor with a 48-volt crossover framework or a module half breed drivetrain with a 2.5-liter inline-four. The inline-six will probably create upwards of 300 drive and put its power through an eight-speed programmed transmission. The module mixture model is supposed to share its powertrain with the CX-60, which offers a joined result of 323 pull and 369 pound-feet of force and claims an electric traveling scope of 39 miles. Under the CX-70 is Mazda's new stage highlighting a longitudinal motor design, which in principle could empower both back and all-wheel drive — however all CX-70s will come norm with the last option. This design means to give taking care of, execution and refinement more much the same as extravagance SUVs from BMW and Mercedes when contrasted and standard SUVs, which use front-drive based cross over motor stages. It likewise empowers the planners to give the CX-70 the scramble to-front-hub extents of the costly back drive extravagance vehicles and SUVS.

The CX-70 will be a two-line model with space for five travelers. To oblige its more upscale twisted, the CX-70 will have a more pleasant lodge than many comparatively valued rivals. In the event that the CX-60's inside is any sign, it will offer extravagant materials, for example, woven materials, Nappa cowhide, and wood trim that make for an alluring dashboard plan.

Infotainment and Availability

We think the CX-70 will have an infotainment screen as extensive as 12.3-inches, like the screen that is prepared on the comparative CX-60 worldwide model. It will be constrained by a revolving handle on the mid control area. Apple CarPlay and Android Auto cell phone availability highlights ought to be standard hardware.

The most effective method to Purchase AND Keep A Vehicle

Security and Driver-Help Elements

Most Mazda models offer an extensive variety of driver-help highlights as standard hardware and we don't expect the CX-70 to be any unique. Key security elements will probably include:

  • Standard programmed crisis slowing down
  • Standard path takeoff cautioning and path keep help
  • Standard vulnerable side observing
Published in Mazda
Thursday, 10 November 2022 04:30

2024 Audi SQ8 e-tron & SQ8 e-tron Sportback

A 496-hp electric powertrain gives the 2024 SQ8 e-tron a kick in the jeans and a believable spot among the brand's hotted-up models. In light of the solace situated Q8 e-tron SUV and accessible in two completely traditional looking body styles — squareback and fastback (called the Sportback) — the SQ8 e-tron team offers a lot of similar extravagance treatment as their tamer cousins however with a sportier look and more go-power. A 106-kWh battery pack ought to convey good driving reach, albeit not so much as opponents, for example, the BMW iX and the Tesla Model X. The SQ8 e-tron can be charged rapidly by means of a DC quick charging station. We figure the 240 miles of reach it will probably convey ought to be enough for the vast majority. Audi's best tech is all remembered for each SQ8 e-tron, including its Virtual Cockpit computerized checks, touchscreen infotainment with Wi-Fi network, and a far reaching set-up of driver-help includes that incorporates versatile journey control and path keeping help.

What's happening for 2024?

The SQ8 e-tron is another nameplate for the Audi arrangement for the 2024 model year. It's basically a renamed variant of the 2023 e-tron S SUV, with no significant changes to the squareback and Sportback body styles.

Audi hasn't delivered valuing for the 2024 SQ8 e-tron yet, yet we anticipate that it should follow a similar trim construction as the 2023 e-tron S. While it's feasible to burn through six figures on a SQ8 e-tron, we figure the one to purchase is the passage level Premium In addition to manage. It comes standard with the entirety of the extravagance and comfort includes that you'd expect — including an all encompassing sunroof, real calfskin upholstery, and four-zone programmed environment control — without adding a solitary choice bundle.

EV Engine, Power, and Execution

While the SQ8 e-tron shares its foundation with the Q8 e-tron, it sports an all the more remarkable three-engine electric powertrain that makes 496 strength. We haven't tried it yet, yet Audi gauges it can show up at 60 mph an entire second sooner than the Q8 e-tron. In view of our trial of an e-tron Sportback, that implies the SQ8 could arrive at 60 mph in approximately four seconds — yet our testing will affirm assuming that is the argument once we run it against the clocks. Since there are two electric engines on the back hub instead of one, the SQ8 e-tron can imitate a force vectoring differential by sending more capacity to the external back tire on a case by case basis to improve cornering We drove a model on a race course back when it was known as the e-tron S and found it simple to execute tire-obliterating, smoke-tastic floats. We don't know how SQ8 purchasers will manage this capacity in reality, yet watch for smoke signals. In typical driving, the SQ8's dealing with is certain and sensibly athletic, however don't expect similar fresh reactions you'll find on other S-marked Audi models.

Range, Charging, and Battery Duration

All SQ8 e-tron models accompany a 106.0-kWh battery pack that can be energized using 170 kW DC quick charging association. Audi says this battery ought to give the SQ8 e-tron a scope of 307 miles for every charge, except that is as indicated by the European WLTP test cycle which is famously hopeful. We figure the EPA will provide it with a rating of around 240 miles, yet that is not official yet.

Mileage and True MPGe

The active e-tron S was appraised by the EPA for up to 73 MPGe city and 78 MPGe interstate and we expect the SQ8 e-tron to convey comparable assessments. Whenever we have an opportunity to drive the SQ8 e-tron, we'll refresh this story with test results from our 75-mph roadway mileage test. For more data about the SQ8 e-tron's mileage, visit the EPA's site.

Inside, Solace, and Freight

The SQ8 e-tron's lodge is quieted while cruising and offers a lot of room for grown-ups in the two lines of seats. The initial feeling is that of a generally computerized insight, as the SQ8 e-tron's dashboard is loaded with numerous high-goal screens that incorporate Audi's computerized check group — called Virtual Cockpit — and two flush-mounted touchscreens in the middle. Obviously, there's a plenty of upscale elements too, including cowhide upholstery, an all encompassing sunroof, four-zone programmed environment control, warmed front and back situates, a power-worked back liftgate, and a power-customizable guiding segment — all norm.

Infotainment and Availability

A huge 10.1-inch touchscreen show is flush-mounted into the SQ8 e-tron's dashboard while a more modest 8.6-inch show interfaces the scramble to the mid control area. The lower show is utilized basically for the SUV's optional controls like the environment settings and the drive modes. Apple CarPlay and Android Auto are both norm, as is in-run route, a remote cell phone charging cushion, a Bang and Olufsen sound system, and an installed Wi-Fi area of interest.

Security and Driver-Help Elements

A set-up of driver-help highlights comes standard on each SQ8 e-tron model and incorporates robotized crisis slowing down, path keeping help, vulnerable side observing and versatile journey control with path focusing. For more data about the SQ8 e-tron's accident test results, visit the Public Thruway Traffic Wellbeing Organization (NHTSA) and Protection Foundation for Parkway Security (IIHS) sites. Key security highlights include:

Standard robotized crisis slowing down with walker location
Standard path takeoff cautioning with path keeping help
Standard versatile journey control with a path focusing highlight

Guarantee and Support Inclusion

The Audi SQ8 e-tron and SQ8 e-tron Sportback offer a similar restricted and powertrain guarantee as the customary Q8 e-tron and more modest Q4 e-tron SUVs.

Restricted guarantee covers four years or 50,000 miles
Powertrain guarantee covers four years or 50,000 miles
Electric parts are covered for a very long time or 100,000 miles
No free planned support

Published in Audi
Friday, 04 November 2022 04:41

2024 Chevrolet Trax

The Chevy Trax has until now been known for its snack-size proportions and affordable starting price. Just as quick as Chevy ended its production run, the Trax returns as an all-new model with a dazzling redesign, more space, and enhanced safety features. Every Trax is front-wheel driven and powered by a 137-hp turbocharged three-cylinder engine and six-speed automatic transmission. It borrows that powertrain from the smaller Trailblazer; its style inspiration comes from the mid-size Blazer. The new Trax will continue to be built in GM’s South Korea plant, and its low starting price should make it the third-cheapest crossover on the market, behind the subcompact Kia Soul and Hyundai Venue. The Trax is scheduled to arrive in the spring of 2023.

What's New for 2024?

After a brief hiatus, the Chevy Trax is scheduled to reappear sometime in spring, 2023 as a thicker crossover with more standard features than before. New inside and out, the Trax has a longer wheelbase with more rear legroom and increased cargo capacity. The Trax is now offered in five trim levels rather than just two. Chevy uses the 137-hp turbocharged three-cylinder from the Trailblazer this time around, giving the Trax 18 fewer horsepower than the previous model—a significant reduction when you have only 155 ponies to start with.

The Chevy Trax offers some promising extras without breaking the bank. The LT is the sweet spot between affordability and features. The LT comes with a big 11.0-inch infotainment touchscreen and remote start, and we’d spend the extra cash for the optional heated front seats and steering wheel. Wireless Apple CarPlay and Android Auto are also standard on LT and up, which makes navigation and playing music from your smartphone a breeze.

Engine, Transmission, and Performance

Every Chevrolet Trax is powered by a 137-hp 1.2-liter turbocharged three-cylinder engine and six-speed automatic transmission. It’s the same powertrain under the hood of the Chevy Trailblazer. This is the only powertrain, and it’s front-wheel drive only. While the Trax is somewhat larger in size than the Trailblazer, the last Trailblazer we tested reached 60 mph in a patience-demanding 9.4 seconds, but it was all-wheel drive. We expect the Trax’s performance to be about the same when we eventually test it.

Fuel Economy and Real-World MPG

The EPA hasn’t rated the 2024 Chevy Trax’s fuel economy yet; we’ll update this section as soon as they do. We’ll also plan to take the Trax on our 75-mph highway fuel economy route to test its real-world efficiency. For reference, the front-drive Trailblazer the new Trax shares its powertrain with is rated for 29 mpg in the city and 33 mpg on the highway. We expect the Trax to be able to either match those estimates or be slightly below them due to its larger size. For more information about the Trax’s fuel economy, visit the EPA's website.

Interior, Comfort, and Cargo

The new Chevy Trax has a completely redesigned interior. Its driver-facing infotainment screen and climate controls are neatly placed, and the rest of the interior is made up from the unexceptional materials expected in this affordable segment. The new Trax has a longer wheelbase than before, which has resulted in about three inches of additional rear legroom and more cargo space. While tech luxuries such as remote start, heated front seats and steering wheel, and a sunroof are trim-dependent, these features help liven up an otherwise corporate interior.

Infotainment and Connectivity

Chevy gives the Trax LS and 1RS trims an 8.0-inch infotainment touchscreen as standard equipment, which is already a larger unit that what was previously offered on the fanciest version of the previous generation. An 11.0-inch infotainment touchscreen comes on trims LT and up and includes an 8.0-inch gauge cluster. This driver command center controls much of the new Trax tech such as wireless Apple CarPlay and Android Auto, an available wireless phone charger, and WiFi hotspot.

Safety and Driver-Assistance Features

Every Trax comes standard with the Chevy Safety Assist driver-assistance suite. For more information about the Trax's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include:

Standard automated emergency braking with pedestrian detection
Standard lane-departure warning and lane-keeping assist
Available adaptive cruise control

Source: caranddriver.com

Published in Chevrolet
Wednesday, 02 November 2022 04:01

BMW X7 review

For those that want the finest luxury that BMW has to offer in SUV form, then the X7 is the answer. It is of course packed with the latest technology and driver aids, yet at well over five metres long it also has the fundamental provision of space in abundance. Naturally, that puts it squarely in the sights of popular large SUVs such as the Mercedes-Benz GLS and Range Rover, but BMW’s recent form in this department has been excellent.

And sure enough, there’s lots to like about the X7 – even more so after its facelift in late 2022. The styling is still controversial, but the rest of the car exudes all the luxury and premium quality that you’d expect of a high-rise 7 Series. Three rows of seats make for a standard seven-seat configuration, while a six-seat variant is also on offer for those that want more space in the second row.

Meanwhile, engine choices have been updated for 2022 with the xDrive 40i getting performance and efficiency tweaks, while the range topping M50i xDrive is now badged M60i xDrive. In addition, the xDrive30d and M50d models have been rolled into one, badged xDrive40d. All variants get xDrive all-wheel drive, an eight-speed automatic gearbox and 48-volt mild-hybrid technology as standard.

As for trim levels, there’s a choice of three on UK models, ranging from entry-level Excellence spec, through to M Sport and top-spec M50i xDrive. In truth, you’ll never be wanting for equipment regardless of which variant you get, with all versions getting luxuries such as a panoramic glass sunroof, adaptive LED headlights, air suspension and much more.

Post-facelift cars also get the same infotainment setup as the newest 7 Series and i7 models, meaning a 12.3-inch digital instrument panel and 14.9-inch curved central screen that runs BMW’s latest iDrive operating system. Predictably, it’s one of the best on the market even if it does take a little time to get used to the myriad features and functionality.

Click through the next few pages to read everything you need to know about the BMW X7, including its practicality, how much it costs to run, what it’s like to drive – and whether we recommend buying one.

BMW X7 boot space, practicality and safety

How much space is there?
That upright bodywork liberates a considerable amount of interior space, but it’s unlikely you’ll feel inclined to risk damaging the high-quality interior furnishings by turning it into a makeshift van.

All X7s have three rows of seats, just like the similarly sized Audi Q7, Land Rover Discovery and Mercedes-Benz GLS, but BMW offers the option of specifying two individual middle-row captain’s chairs instead of a bench with a trio seats to customers wanting a bit more comfort. With these captain’s chairs, which turns the X7 into a six-seater, you get a much wider range of adjustment and a pair of armrests to feel more like a seat found in the front of the car.

In either configuration, the middle-row seats are electrically adjustable making them exceptionally comfortable, but while having them move forwards out of the way to access the third-row seats is also electrically powered, they operate at such a pace that you’ll get wet on a rainy day waiting to climb aboard.

Passengers in row two can slide the bench back or forth by up to 14.5cm, as well as tilt the backrest, and foot-space is generous with an almost flat floor.

Climbing back to row three is a bit tight, but there’s generous room for fully grown adults once seated (as long as the middle is moved forwards slightly), with armrests, cupholders, heated seats and, optionally, air vents and a climate-control panel.

BMW X7 rear seats

Although the side windows are rather small for the rearmost row, it still feels airy thanks to an elevated view ahead and high roof, a separate glazed roof panel overhead, third-row-specific climate control buttons and ambient lighting strips just like the rest of the cabin.

There are Isofix child-seat anchors too, so you’re not forced to clip small kids into the middle row, which also makes accessing the third row harder.

The more opulent six-seat version is more comfortable and spacious for six, and the gap between the seats makes it easier to walk through to the back row – just.

Boot space and storage

The boot area is spacious, well-trimmed and peppered with electrically powered conveniences. The tailgate is horizontally split – both sections operate electrically – while the lower portion can be used as a seat, able to hold a combined weight of 150kg.

BMW X7 boot

As you would expect, the boot volume is limited (326 litres) when all seven seats are upright with enough space for a couple of squashy overnight bags, but with all rear seats folded, total capacity is a cavernous 2,120 litres. In five-seat mode, it offers 750 litres of space.

Should you need to load some heavy cargo into the boot, you can also lower the car by 40mm to help slide it in thanks to standard-fit air suspension.

If you’d like to use your X7 for towing, then there’s further good news: factory-fitted tow bars are available and all versions can haul up to 3.5 tonnes where trailers are fitted with brakes.

BMW X7 safety

The X7 hasn’t been tested by Euro NCAP as yet, but the latest X5 has and received a five-star rating, so there’s little reason why the larger, more expensive X7 should fare any differently. A suite of airbags throughout the car should ensure the occupants are kept safe in the event of an accident, while a wide array of safety and driver assistance tech is available.

On post facelift models, the standard-fit front collision warning detects oncoming traffic when turning right, as well as pedestrians or cyclists when turning left. Included in the Driving Assistant Professional package and Lane Change Assistant, meanwhile, is Active Cruise Control, Steering and Lane Control Assistant plus Active Lane Change and Merging Assistant.

Also featuring on post facelift X7s is Manoeuvre Assistant. This can store individual manoeuvres that can then be replicated by the car when a pre-determined location is reached. So for example, if you need to navigate your X7 into a tight underground parking spot, the Manoeuvre Assistant can take over the accelerator, steering and gearshifts. From 2023, this will also be available from the BMW mobile app.

 BMW X7 interior, tech and comfort

BMW X7 interior

All-round quality in the X7 is superb – as you’d expect from an SUV that’s priced from over £80k. The large screens present a strong digital feel to the cabin, yet there’s still plenty of good old-fashioned luxury present in the choice of materials. Merino leather is lavished throughout the cabin, while fine wood and the ambient lighting bar add a real sense of exclusivity.

The centre console area is fairly minimalist, yet there’s still buttons for the infotainment system as well as the iDrive rotary controller. Sadly, physical climate control switches have been jettisoned yet the icons to change the temperature are ever-present on the central touchscreen.

Infotainment and tech
There’s a high-tech feel to the media system too. BMW’s latest 8.0 iDrive infotainment is standard, with a 12.3-inch digital instrument panel and 14.9-inch curved central screen on post facelift models. It’s operated via either a rotary controller, touchscreen, voice control or gestures (including twirling a finger to adjust volume), or a mixture of all of the above.

BMW X7 interior and infotainment

If it sounds confusing, it’s soon intuitive, with BMW’s iDrive system showing why it’s one of the best on the market at any price point. The graphics and menus look sharp, while the responsiveness and functionality is second-to-none.

Key to the luxury levels in the X7 are standard-fit comfort seats for the driver and passenger. Boasting fully electric adjustment of the seat position and head rest height, they are extremely supportive and make even the most arduous of journeys fly by. Heated seats are standard, while active seat ventilation and massage functionality is available as an option.

Meanwhile, ride comfort and refinement on the standard air suspension is deeply impressive. Cracks and lumps in the road are ironed out, while the amount of noise making its way into the cabin is surprisingly low given that you’re enclosed inside a 2.6-tonne SUV punching a hole in the air. Post-facelift cars are available with 23-inch alloy wheels and while we’re yet to sample them, the ride will likely still be serviceable – if not quite as imperious as versions with smaller alloys.

 BMW X7 running costs and reliability

Diesel engines 3.8 - 4.5 mppLow figures relate to the least economical version; high to the most economical. Based on WLTP combined fuel economy for versions of this car made since September 2017 only, and typical current fuel or electricity costs.
Fuel economy
Petrol engines 21.7 - 29.4 mpg
Diesel engines 31.0 - 36.7 mpg

BMW X7 front

A car the size of the X7 won’t be especially cheap to run in any form, but go for the least-expensive diesel and it shouldn’t be too bad. The xDrive40d claims between 32.8-36.7mpg under the latest WLTP testing regime that better replicates real-world fuel efficiency.

Beyond that model, the X7’s a thirsty beast, particularly if you like to exploit the engines’ power and torque. The entry level petrol – xDrive40i – claims 26.4-29.4mpg, while the high-performance M60i xDrive returns 21.9-23.3mpg.

Servicing and warranty
As with other BMWs, the X7 is available with a number of service plans including one where an upfront payment will cover at least the first four years’ worth of services. BMW also offers monthly service plans. In addition, the X7 comes with a three-year unlimited mileage warranty – with breakdown cover – as standard.

BMW has a fine reputation for building cars that are dependable – especially when it comes to the mechanical components such as engines and gearboxes – so there shouldn’t be too much cause for concern as the X7 makes use of engines that are already found in several other BMW models.

Where you might find a little bit of trouble is with the company’s latest infotainment system. While it’s slick in operation with endless facilities, we’ve found in other models it can be a little unresponsive at times, with hit-and-miss voice control and connectivity issues in some cases. If this is a problem, a software update should fix it as with any other car.

 BMW X7 engines, drive and performance

The BMW X7 is available with three engines in post-facelift form, ranging from the xDrive40d and 40i versions to the performance focused M60i xDrive variant. All come with 48v mild-hybrid capability, aiding efficiency and responses.

Starting with the xDrive 40i, it offers an impressive combination of 340hp, 5.8-second 0-62mph time and 26.6-29.4mpg. The six-cylinder turbocharged unit is smooth even at high revs, pulls keenly from low speeds and feels perfectly fast enough at full throttle. The purposeful but subdued exhaust note fits the bill, too.

If you can stomach the high running costs (it’s got a big car to haul around), it’s a very satisfying car to drive in this form. It feels eager without being too frantic, and beautifully smooth and refined in its power delivery, thanks in part to the slick eight-speed automatic gearbox. It’s also quick to respond when you put your foot down or take manual control via the paddles.

You can also tweak how response the steering, throttle and gearbox is via the drive mode selector – standard on all models. There’s a choice of Eco Pro, Comfort, Sport and Adaptive, with an Individual mode available for the Sport mode.

If you want more power, then the M60i xDrive version should have you covered, delivering 530hp from its 4.4-litre V8 and accelerating from 0-62mph in just 4.7 seconds – hugely impressive figures for such a big car.

Aside from raw numbers, the powertrain is smooth and makes a satisfying noise under load. Torque is also prodigious, with 750Nm on tap meaning acceleration from low revs is almost as impressive as the 0-62mph sprint. We’d perhaps question if this engine is entirely necessary, but if you want the absolute ultimate performance and refinement in your X7 then this is it.

For those that want diesel, the xDrive40d is the only option and produces 352hp and 720Nm of torque (the latter almost as much as the M60i). That means 0-62mph in 5.9 seconds, as well as much more respectable fuel economy that should settle in the mid-thirties. We haven’t driven this variant yet, but sufficed to say it may well be the best compromise of the current engines on offer.

What’s it like to drive?

For the engineering team in charge of developing the X7, the primary challenge wasn’t simply to make it comfortable – that’s comparatively easy. Instead, the hard work comes in terms of making it feel like a BMW, and on that score, it delivers.

Of course, it’s not as agile as a 1 Series Sports Hatch or a 3 Series Saloon, but that the X7 is comparable with a 7 Series is remarkable given its sheer size and elevated ride height. Air suspension is fitted as standard, allowing for greater suppleness in ride quality and more adjustability between the drive modes of Eco Pro, Comfort (the default setting) and Sport. Those air springs also endow the X7 with greater off-road ability thanks to the system that allows for up to 80mm of adjustment.

With the standard steering, Sport mode feels suitably weighty, encouraging you to hustle the BMW along, but the car’s more nimble overall with the optional Integral Active Steering (four-wheel steering) package. You lose a little bit of feel and weighting through the steering wheel, but gain because the rear wheels have up to three degrees of steering input, too. This is especially noticeable at lower speeds, a you can turn the X7 in a much tighter area than you’d expect it to.

At motorway speeds, they turn in the same direction as the front wheels for increased stability, which BMW claims improves passenger comfort as there’s less lateral movement for passengers in the back along curves in the road.

When speeds are much lower, they point in the opposite direction to the fronts, making the X7 even more manoeuvrable. Combine this with BMW’s Active Roll Stabilisation that prevents the car leaning so much when cornering, and it feels impressively responsive.

Is the BMW X7 also capable off-road?
BMW doesn’t really talk up the X7’s all-terrain credentials, but the xOffroad package is optionally available with modes for sand, rocks, gravel and snow.

While virtually no X7 customers will take their cars off the beaten track, BMW’s engineers understand that for it to be seen as credible, it has to be able to go off-road for the few who want to.

The four-wheel drive package, air suspension and trick steering system, which help make the X7 so capable on tarmac, also allow it to impress off-road, aided and abetted by Hill Descent Control – think of it as a low-speed cruise control for all-terrain driving.

We’ve tried the car on a very challenging off-road course meandering up and down hills, through a tight and twisty wooded area, as well as some tricky terrain that’s normally traversed by Land Rover Defenders – including some parts of river and loose, rocky inclines. It would have been challenging to walk it, let alone drive it, yet the X7 proved more than its match.

Whether it’s more capable than the similarly-sized, but lower-priced Land Rover Discovery isn’t immediately clear, but even if it’s not quite as good, the fact that it’s a discussion point illustrates how able the BMW is.

BMW X7 verdict

Yes, with provisos. If you don’t need seven seats, then the Range Rover just edges the X7 in terms of opulence and prestige, but for fit and finish, more cutting edge technology and a sportier driving experience, the BMW shade’s Land Rover’s icon. Of its German-badged rivals, we’d take the X7 over the Audi Q7 and Mercedes-Benz GLS without hesitation – it’s simply more polished and, providing you can live with its looks, more desirable.

But there’s the rub. The BMW X7 polarises opinion on account of its sheer mass and bluff, glitzy front end, but there’s actually a lot to enjoy once you’re onboard. Quality is impressive, the vast array of technology available is easy to operate, there’s plenty of room and it doesn’t feel too intimidating on the road. Plus, there isn’t a bad engine available. There’s no doubt its mix of luxury, versatility and dynamic ability is unmatched by anything else in this segment at comparable money.

What we like
This is an undoubtedly huge car that’s crammed with tech, yet it’s still more enjoyable to drive than many smaller vehicles. That’s because BMW prides themselves on how sharp its cars are when you’re sitting behind the wheel and that really shows, here.

What we don’t like
The looks really won’t be to everyone’s taste. BMW has gone down a brave route with the styling of its cars and it’s not a stretch to say that some may be put off by the current

Source: parkers.co.uk

Published in BMW
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