Displaying items by tag: Hybrid

Tuesday, 09 March 2021 05:12

Mercedes E-Class hybrid review

"The smooth and quick Mercedes E-Class plug-in hybrids combine luxury with impressive fuel efficiency”

Those who live out of town might only encounter heavy traffic during the latter stages of the daily commute to and from work. It's in these circumstances, where the roads get congested, slow and polluted, that a plug-in hybrid really makes sense, and the Mercedes E 300 e and E 300 de plug-in hybrid’s are compelling options for those who want a decent amount of pure-electric range and low running costs for the daily commute.

The E-Class hybrid range underwent a midlife facelift in 2020, getting a subtly tweaked exterior design that included a new grille and restyled LED headlights. The interior was also given a tech refresh with the latest touchscreen version of Mercedes’ MBUX infotainment system.

Unlike plug-in hybrid rivals such as the BMW 530e and Volvo S90 T8 Recharge, which can only be had with a petrol engine and electric motor, the E-Class hybrid is available as a petrol or a diesel, badged ‘E 300 e’ and ‘E 300 de’ respectively.

Both versions combine their conventional internal combustion engines with a compact battery and an electric motor that's capable of propelling the car using only pure-electric power, while emitting zero CO2 emissions. Mercedes claims both cars are capable of triple-digit fuel economy figures, low CO2 emissions and over 30 miles of pure-electric range.

In fact, make frequent use of that capability and you could come close to realising Mercedes' fuel-efficiency claims, while emitting less than 50g/km of CO2 – a figure far lower than a petrol or diesel car can deliver. The former is good news for anyone who has to pay for fuel and the latter will be appreciated by company-car drivers who have the cost of Benefit-in-Kind (BiK) tax to worry about.

Away from what's under the bonnet, the cars conform to the usual E-Class template. That is to say you get an elegant, upmarket-looking car that continues to impress when you take a seat inside, finding yourself surrounded by high-quality materials, attractive finishes and advanced technology. A highlight of the latter is the dual-screen digital dashboard and infotainment system, as well as the smart blue mood lighting unique to the plug-in hybrid.

Every Mercedes E-Class is a smooth, quiet cruiser and the E 300 e and de are no exception. Although the four-cylinder petrol and diesel engines aren't as pleasing to the ear as a six-cylinder might be, it's certainly not obstructive and settles into the background once up to cruising speed. The ride is smooth and wind noise is minimal, so motorway cruising is relaxed.

The E-Class doesn't embarrass itself on winding roads, either – it doesn't have quite the steering precision of a BMW 5 Series or feel quite as agile when you pitch it into a fast corner, nor does it resist body lean as stoically as an Audi A6, but it's responsive, safe and well controlled, so you can take the rural route home in a hurry if you want to. There's no shortage of power, either – the E 300 e petrol engine produces 208bhp and the 121bhp electric motor provides a handy boost, for a total of 316bhp when you need it. Acceleration from 0-62mph takes less than six seconds.

The E 300 de diesel version is no slouch either, taking 5.9 seconds, and might be better suited to those who make frequent long high-speed journeys with an urban portion at either end.

Overall, the E-Class is a fantastic executive saloon that makes plenty of sense for business drivers. Its range and technology impress, as does refinement and the interior, but we'd stick with the AMG Line Edition without adding expensive Premium packs for the best value.

MPG, running costs & CO2
Business drivers stand the best chance of saving money in a Mercedes E 300 e or de

If your daily commute runs to no more than 15 miles each way, both the petrol and diesel versions of the Mercedes E-Class plug-in hybrid can get you to work and back without having to burn any fuel at all. This is courtesy of a claimed all-electric range of over 30 miles, which also helps the E 300 e to return a claimed fuel-economy figure of 176.6mpg, with the E 300 de even more efficient at up to 235.4mpg. The digital dashboard gives suggestions for economical driving, which can actually be curiously engaging to follow, gamifying the driving experience.

However, the testing procedure under which these economy figures were achieved assumes that owners can maximise the use of electric mode for a majority of their driving. If you cannot recharge the battery, or are making longer journeys where the battery becomes depleted, then you will be relying on the engine more often, which will make the official fuel consumption figures impossible to achieve.

During our test of the E 300 e, we spent the majority of our time running in pure-electric mode. One of the most impressive aspects of the car is its realistic electric range estimate, with a mile of range falling for every actual mile travelled - sadly this isn’t the case in every electrified car.

While Mercedes claims 33-35 miles of range with a fully charged battery, most drivers should be able to manage close to 20-25 miles in mixed driving, with around 30 miles possible at slower speeds in town. With the battery depleted, fuel economy is liable to fall to around 35mpg.

When compared to the petrol version, the E 300 de is a slightly different prospect that’s aimed at higher mileage drivers. While the claimed fuel economy of over 200mpg is a little fanciful, regular charging of the battery and careful use of the car’s driving modes returns around 51mpg across a mix of town and motorway driving. When running on pure-electric power, we were able to eke out around 15-20 miles, which is somewhat short of the 32-34 miles claimed by Mercedes. Once the battery was depleted, fuel economy fell to around 43mpg.

Every E-Class hybrid offers different driving modes to either hold onto battery charge (until you reach a town for instance), stay in electric mode, or use a mixture of engine and electric power. All aim to help the driver to maximise fuel economy.

The official CO2 emission figures of both cars are cast in stone regardless of your driving habits, with the E 300 e emitting 37g/km and the E 300 de just 33g/km. This means that company-car users can enjoy a low Benefit-in-Kind (BiK) rating, which is far lower than any pure petrol or diesel version of the E-Class; the likes of the E 200 and E 220 d sit close to the top of the BiK ratings.

The 13.5kWh battery can be charged via 7.2kWh wallbox in 1.5 hours. Opt for a three-pin plug socket and you can expect to wait around five hours for charging to complete. Unlike fully electric cars, there’s no fast-charging option.

Other running costs are unlikely to differ from the Mercedes E-Class norm, which is to say expensive servicing but reasonable parts prices and tyres that are a fairly common, sensibly priced size. You can take out a service contract to help manage the cost of routine servicing, and there's a three-year/unlimited-mileage warranty, which can be extended at extra cost.

The E-Class hybrid costs more than £40,000 to buy, incurring an additional tax surcharge of £325 a year. After this period, tax falls to the typical reduced rate for hybrids.

Engines, drive & performance
Plug-in hybrid power serves up strong performance, but doesn't bring excitement

The Mercedes E 300 e plug-in hybrid is very similar in concept to its BMW 530e hybrid rival. Both cars use a 2.0-litre turbocharged petrol engine, a battery pack and an electric motor. The Mercedes is faster, though.

With 208bhp from the petrol engine alone, 121bhp available from the electric motor and a total of 316bhp to call upon when you need it, the E 300 e can sprint from 0-62mph in 5.7 – and sprint is the operative word, with the electric motor capable of delivering all its power instantly. This makes it feel surprisingly urgent when you nudge the throttle, despite its size and weight.

However, the four-cylinder petrol engine can sound somewhat strained if you floor the throttle, with a noise that isn't as smooth or pleasing to the ear as the V6 in the Mercedes-AMG E 53; it just emits a nondescript wall of sound under full acceleration. This fades away when you take it easy, though, and is quieter than the E 220 d's diesel engine when cruising on the motorway. It's a shame, though, that such exciting acceleration doesn't come with an equally appealing soundtrack, and that the petrol engine has to work that much harder once the battery is depleted.

The E 300 e doesn't offer the last word in driving pleasure on a twisty road, either. Instead, the E-Class focuses on comfort and refinement over outright handling prowess. It feels planted and secure in corners but falls short for driver involvement when compared to a BMW 5 Series or Audi A6, even if its steering has a nicer feel.

In terms of overall refinement, the E-Class excels against its rivals and the E 300 e is no exception. It absorbs bumps and potholes with ease, especially if you add the optional air suspension. There's barely any wind noise at motorway speeds, and engine noise only becomes noticeable when overtaking or joining fast-flowing traffic.

During normal driving, the switch between petrol and electric power is barely noticeable, but is perhaps not as smooth as it could be. Once in all-electric mode at lower speeds, there's barely any noise at all, aside from a faint hint of tyre roar and the whirr of the electric motor.

With a combined 302bhp and 700Nm of torque, the diesel powered E 300 de feels as quick as its petrol power sibling, with the benchmark 0-62mph time taking 5.9 seconds. In real-world driving, it offers more shove than the E300 e thanks to the increased pulling power from the 2.0-litre diesel engine.

Switching between electric and diesel power is fairly unobtrusive, with a distant thrum letting you know the engine has started. On occasions in electric mode, the car did hesitate slightly under hard acceleration as it decided whether to fire up the diesel engine.

Much like the petrol-powered version, the E 300 de is smooth and refined on the move, with only the occasional hint of diesel clatter making its way inside the car. The additional pulling power of the diesel engine means there’s always enough power in reserve for getting up to speed or overtaking.

Again, the E 300 de cannot match the dynamics of a diesel 5 Series, but offers a greater level of refinement. It feels planted though, with plenty of grip and accurate turn in. In sharper corners, the additional weight of the diesel engine is noticeable, but the handling is good enough for most drivers.

Interior & comfort
The Mercedes E 300 e has a hi-tech look inside, without feeling cold or unwelcoming

The ability to cruise so quietly on the motorway makes it easier to enjoy the E-Class hybrid’s comfortable and well-designed interior. Both the petrol E 300 e and diesel E 300 de are identical inside, and while the Audi A6 may offer a more futuristic look and improved material quality, many will prefer the more traditional, comfortable feel of the Mercedes.

In terms of overall refinement, the E-Class excels against its rivals and the E 300 e is no exception. It absorbs bumps and potholes with ease, especially if you add the optional air suspension. There's barely any wind noise at motorway speeds, and engine noise only becomes noticeable when overtaking or joining fast-flowing traffic.

Dashboard
The specification of the E-Class plug-in hybrid range is the same as the standard car, with every version getting a pair of 12.3-inch displays mounted in parallel to create the illusion of a seamless display that flows from in front of the driver to the centre console. It incorporates a fully configurable digital instrument cluster that can display a rev counter or an 'efficiency' gauge that can help you eke the most range from the car’s battery.

The left-hand panel hosts the touchscreen infotainment display, which incorporates sat nav with 3D mapping, Bluetooth smartphone connection, DAB radio, and access to Mercedes' online services. These include a concierge service that can provide real-time information about parking spaces and local petrol prices.

As part of the 2020 facelift, the infotainment system has been improved and is easier to navigate. The addition of a responsive touchscreen makes it easier to operate with Mercedes’ MBUX infotainment system, which is on par with the best in the class. Top versions even feature augmented reality sat nav, which overlays directions on a live video view of the road ahead. Apple CarPlay and Android Auto are both included, and are far more straightforward to use via the touch interface. The addition of the full-screen digital dials is a nice touch as well, adding a luxury element from the S-Class.

The facelifted E-Class boasts an all-new steering wheel, which features a number of physical buttons. This layout is slightly confusing at first but is easy to get used to.

Equipment
Every version of the E-Class plug-in hybrid is well-equipped, with the entry-level AMG Line Edition (an exclusive trim for the PHEV models) getting 18-inch alloy wheels, LED headlights, heated seats, leather-trimmed upholstery, three-zone climate control and an array of standard safety kit.

Plusher AMG Line cars get multibeam LED lights and different interior trim. Stepping up to the AMG Line Premium trim adds to the kit list further still, with a 360-degree camera, augmented reality sat nav and keyless go.

The range-topping AMG Line Night Edition Premium Plus is fitted with a panoramic sunroof and gloss black detailing. Inside you get a premium Burmester stereo system and ash wood interior trim but the additional outlay means we think the standard AMG Line car is better value.

Practicality & boot space
The Mercedes E 300 e boasts lots of space for passengers, but batteries reduce boot space
On top of its elegant, high-quality interior and generous list of standard equipment, the Mercedes E-Class has lots of space for passengers to stretch out. It's not short of luggage room, either but does feature a smaller boot than the conventional models.

The latest E-Class was designed with a longer wheelbase (the distance between the front and rear wheels) than its predecessor, and that extra length has gone towards increasing interior space, particularly legroom. The front seats have lots of adjustment as standard, with fully electric memory seats available if you do find the perfect driving position elusive.

In the back, the E-Class nips at the heels of the more expensive Mercedes S-Class when it comes to space. The curvaceous roofline means rear headroom is the one area that could be more generous, but most will find legroom to spare, and only when there's a fifth person in the centre rear seat do passengers rub shoulders.

Interior storage is generous, too, with a large glovebox, storage area beneath the centre armrest and a wireless phone charging pad at the base of the dashboard.

The car’s battery has been fitted under the boot floor, which affects boot space. At 370 litres, the hybrid E-Class loses over 100 litres when compared to a standard petrol or diesel model.

Reliability & safety
The E-Class has strong safety credentials, but Mercedes' reputation for quality varies between owners

The Mercedes E-Class has yet to feature in our annual Driver Power owner satisfaction survey. However, taking into account all the Mercedes models that did feature, the brand finished in 28th place out of 30 manufacturers in 2020. Ending up towards the bottom of the table was an uninspiring result for a premium brand, but BMW actually finished just one place ahead of Mercedes. Both were beaten by 21st-place Audi, while Jaguar finished in a far more respectable 12th position.

Mercedes owners seemed particularly disappointed by servicing and running costs. Interior styling and build quality received more praise than handling and ride comfort, and reliability was regarded as below average, with 24% of owners reporting a fault within the first year of ownership.

The brand is often regarded as something of a pioneer when it comes to on-board safety equipment. The E-Class offers sophisticated features such as autonomous emergency braking (AEB), lane-departure warning and lane-keeping assistance, auto-dipping headlights and traffic-sign recognition, as well as active cruise control.

The plug-in hybrid E-Class shares its five-star Euro NCAP crash safety rating with other models in the range – the independent organisation awarded the Mercedes a 95% score for adult protection in a crash and rated it at 90% for how children are protected.

carbuyer.co.uk

Published in Mercedes

 

The Mitsubishi Outlander is very much on trend. It's an SUV, and also a plug-in hybrid – but it actually arrived slightly ahead of its time. Here we're driving the current model, which is almost identical to the previous car aside from the lightest of facelifts and a few technological tweaks aimed at keeping ahead of emissions regulations. Why mess with success? It's an established big seller in Britain, although the rest of the range hasn't been doing so well, prompting plans for Mitsubishi to leave Europe. For now, though, this Outlander is a current model, available through the familiar dealer network. The question is, in a market that's now brimming with hybrid SUVs, does the 

 How can I spot a new Mitsubishi Outlander?
With difficulty. Mitsubishi’s goals for this version clearly didn’t include major styling changes. In fact, even sat next to a 2018-spec car, it takes a few moments to spot the newer LED headlights and the lightly tweaked front grille and bumpers. The new design for the wheels is the biggest giveaway.

Inside, there’s a tweaked instrument cluster, plus new air vents and a USB port for rear passengers.

The sunroof has been relegated to the options list in an attempt to fend off the extra car tax premium buyers have to pay when pricing creeps above £40,000.

While we were impressed by the quilted leather upholstery on the seats of our test car, these are limited to the top-spec models costing north of £40k.

Still, the range starts at below £36k for the Verve, and the big-selling Dynamic version still comes in below £40k, and includes heated leather seats and a lot of safety and convenience equipment.

What’s the Mitsubishi Outlander hybrid like to drive?

It’s not that far removed from the previous generation, which we drove back-to-back with this latest verion, but in a couple of important respects improvements have been made. The first is in cabin refinement, because the current car is quieter, rides better and feels more solid than ever.

There’s been extra adhesive applied to the body-in-white (before painting) to strengthen the shell using an approach similar to that used in aircraft manufacture, and this has the effect of enhancing torsional rigidity, so the car flexes less through bumps and bends. The difference is slight, but worthwhile.

The tyres have changed from Toyo to Yokohama, there’s a quicker steering rack and the suspension has been recalibrated.

Doesn't sound like much of a big deal? But in fact the handling and body control have improved. The quicker steering is the most notable change, making this Outlander easier to thread through narrow roads. Road-noise intrusion levels have turned down a notch too.

What has been sacrificed is the ride quality, which has become a bit busy on UK roads. It’s not uncomfortable by any stretch, but it feels far less settled than before. A fair trade-off for a bit more verve? Almost.

There’s a new Sport mode that offers a bit more punch, but this feels incongruous in light of the epic bodyroll that occurs when you hit a bend too quickly. An additional Snow mode prepares the capable chassis for slippery conditions.

You still get the paddles behind the steering wheel to adjust the brake regen’s effect, making one-pedal driving a possibility, and they’re still arguably backwards: the left one turns up the deceleration, whereas the opposite seems more intuitive.

 Isn’t a new engine the biggest news here?

It would be, except it's rather a stretch to call this a new engine. Instead it’s an adaption of the old 2.0-litre petrol, with the latest Mivec (remember that badge from FTOs and Evos of yore?) variable valve timing added. The 2.4-litre engine can switch between Otto and Atkinson cycles, meaning it can make more power and torque when required (133bhp and 156lb ft up from 119bhp and 140lb ft in the 2.0) thanks to the extra CCs using the former cycle, but burn less fuel under lighter loads with the latter.

Which sounds great. And it is, except not literally. Put your foot down and you’re greeted with a monotone moan very similar to that of the old car, in that uniquely disappointing CVT fashion – lots of noise and not much acceleration. Only now, the noise is just a bit more distant than it used to be.

Funnily enough this isn’t a CVT either. It’s a fixed-gear system that drives power to the wheels, with a hydraulic clutch to modulate the electric twist provided by the twin motors. It’s built by GKN – the firm responsible for the Focus RS’s lively rear axle assembly, among many other applications.

The transmission catches up eventually and meaningful movement occurs, but it’s still no thoroughbred. The 0-62mph time has dropped 0.5 seconds to 10.5.

 This engine revision plus work on the battery – which gets 10% more power output and total capacity of 13.8kWh thanks to new cells and better management – has allowed Mitsubishi to recalculate maximum electric range, fuel economy and CO2 emissions for the more realistic WLTP testing, and the results are more impressive for that reason. We’re talking 30 miles on electric power, 141mpg and 46g/km. You’re also able to drive faster on electric power – now 84 rather than 78mph.

The trade-off is it takes an extra 30 minutes to charge the car using a 16A/3.6kW charge point – this now takes four hours.

carmagazine.co.uk

Mitsubishi Outlander hybrid: verdict
The latest Outlander PHEV doesn’t reinvent the wheel, but then it didn’t need to. It’s more relevant now than ever before as the push for plug-ins intensifies. And looking beyond the powertrain, the Outlander remains a decent if unexciting all-round package.

Published in Mitsubishi

We begin a 40,000-mile shakedown of Honda's first electrified crossover to see if the powertrain scales up into the brand's bestselling vehicle.

Introduction

We invited a 2021 Honda CR-V to join our long-term fleet so we could spend some quality time (and 40,000 miles) with Honda's bestseller and the fifth-bestselling vehicle in the United States. We chose the hybrid because it's new to the lineup and because we liked the 212-hp fuel-sipping powertrain in the Accord. In the CR-V, the system boosts fuel economy and performance, making it the choice for buyers who want efficiency and power. Those customers will have to shell out for it, though, given the CR-V Hybrid sits at the top of the range. In addition to shaking down the powertrain and seeing if it can deliver the promised fuel economy, we're hoping this compact crossover—the brand's first with hybrid power to make it to the U.S.—will give us a glimpse at the future of Honda, which will soon phase out gas-only powertrains in Europe.

We ordered a top-of-the-line Touring model loaded with just about everything: leather seats (heated up front), navigation, wireless phone charging, Android Auto and Apple CarPlay integration, a nine-speaker audio system, a liftgate that opens when you wave your foot under the bumper, proximity key entry, remote start, the Honda Sensing suite of driver-assistance features, and more. Our $37,920 example has but one option: white paint for $395. Perhaps it's because all of southeast Michigan is currently covered in two feet of snow or because half the vehicles in the grocery-store parking lot are also painted in America's favorite automotive hue (and shaped like tall boxes), but the CR-V blends in a little too well with its surroundings. We wouldn't call the color choice regrettable but maybe a bit forgettable.

Inside, Honda's inoffensive design, easy-to-use 7.0-inch touchscreen, and highly adjustable center console should satisfy most shoppers in this class if not the nit-pickiest staffers on our masthead. Hybrid versions differ from regular CR-Vs in a few subtle ways. A unitless battery gauge replaces the tachometer in the digital instrument cluster and tells you vaguely how much juice you're using at any given moment. Honda also opted for a push-button transmission instead of the chunky gear lever used in the core model. Staff reaction to push-button shifters is mixed, but the setup at least makes for a tidy, unobtrusive center console. In the same way a light color creates the illusion that a room is larger than it is, the Ivory surfaces in our CR-V make the cabin appear adequately spacious, which, granted, it is, offering 103 cubic feet of passenger volume. Provided that light-beige leather can withstand the dye in our Levis, the simplicity of this interior all but ensures it will age well.

A couple of hybrid caveats to note: Choosing this powertrain nullifies the nonhybrid CR-V's 1500-pound tow rating, so technical editor David Beard will have to look elsewhere when he wants to tow his snowmobile. Which is just as well, considering the cargo hold probably wouldn't fit all of his gear. The gas-electric CR-V sacrifices six cubic feet of cargo space (and its spare tire) to the battery. The upside is that, compared with a regular all-wheel-drive CR-V, you gain 9 mpg in combined driving by the EPA's yardstick. That said, if you drive like we do, you can expect much worse results: We're currently averaging a mere 27 mpg.

The Honda's road manners are in line with the amiable-but-boring norm of the segment. Its smooth ride and secure handling are immediately apparent, but there's nothing here that'll make an enthusiast grin—unless of course you're reading its VIN, which by dumb luck contains a bit of bathroom humor. Floor the accelerator and the powertrain fills the cabin with 75 decibels of sound. That's quieter than the regular CR-V's 78-decibel moan at full throttle.

Due to COVID-19 restrictions, we haven't had as many butts in these seats as we'd like, but after soft-shoeing it through the break-in period, we sent the Honda to the test track. The hybrid's drive motor can contribute 232 pound-feet of torque from the get-go, which helps this ute reach 60 mph a tenth of a second quicker than the unelectrified model, but the latter catches up by 70 mph and pips the hybrid at the quarter-mile, 15.9 seconds to 16.1. Our long-termer also lagged behind the regular CR-V in braking (170 feet versus 165) and roadholding (0.80 g versus 0.85). Given both cars wear identical Continental CrossContact LX Sport tires, we suspect the hybrid's extra 190 pounds are primarily to blame. Fortunately, in the real world, this CR-V seems more athletic than the gas-only version, and its quicker 5-to-60-mph time bears that out. As we put more miles on the odometer, we hope to see some of these numbers improve—particularly the observed fuel economy.

Months in Fleet: 2 months Current Mileage: 5131 miles
Average Fuel Economy: 27 mpg
Fuel Tank Size: 14.0 gal Observed Fuel Range: 370 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

caranddriver.com

Published in Honda
Tagged under
Saturday, 27 February 2021 05:48

New Skoda Octavia e-TEC 2021 review

The mild-hybrid Skoda Octavia e-TEC offers a cheaper way to electrification

Verdict
The Octavia e-TEC is a fine first effort at mild-hybrid propulsion from Skoda. It drives smoothly, while the ride, refinement and practicality make a strong supporting case to the impressive efficiency on offer given the price. In SE Tech trim the Octavia Estate e-TEC is a versatile and affordable choice for those looking to explore what electrification can offer.

If you’re dead against diesel and still find the price of a plug-in hybrid hard to swallow, then mild-hybrid tech can be a more affordable way into an impressively efficient model – and the Skoda Octavia 1.0 TSI e-TEC proves this fact resolutely.

The e-TEC tag highlights that the Octavia, tested here in Estate form, is powered by a 1.0-litre three-cylinder turbocharged petrol engine with a belt-driven starter-generator as part of the car’s 48-volt electrical system.

It charges a small 0.6kWh lithium-ion battery when slowing down or lifting off the throttle, allowing engine-off coasting, which it’s surprisingly keen to do. It can also provide a boost of torque (up to 50Nm) to help performance when pulling away.

You simply don’t notice it working though, such is the system’s impressive calibration. Given that this is Skoda’s first mild-hybrid model, it’s a great effort. Total output is 108bhp and 200Nm of torque, enough for a 0-62mph time of 10.6 seconds. But that’s not important. It never feels quick, but it also never feels slow or particularly underpowered, despite the Estate’s weight.

Performance is adequate because the combustion engine’s torque is delivered low down, helped by the turbo’s variable-vane geometry, plus the small electric boost.

Refinement is excellent because the three-cylinder unit is so quiet under light loads when cruising that you rarely notice the engine cutting out. The needle on the digital rev counter falling to zero is the main hint.

Touch the throttle and the petrol engine fires back up quickly and smoothly (a benefit of the mild-hybrid technology and its starter-generator system), while the DSG dual-clutch gearbox handles changes with similar finesse, even if it is a little jerkier at low speed, losing some drivability compared with the best automatics.

The beauty of this set-up is claimed efficiency of 54.3mpg and CO2 emissions as low as 118g/km, yet in fleet-focused SE Technology trim the newcomer costs from just £24,505 – that’s £7,680 less than an Octavia Estate iV plug-in hybrid in the same specification.

You get the same level of equipment, but due to the need to package the iV’s bigger battery there’s 150 litres more room in the e-TEC’s boot (its battery is located under the front passenger seat), at a total of 640 litres. This has long been an Octavia Estate strong point, and it’s no different here, with a simply cavernous load bay that opens out to 1,700 litres, while a pair of levers in the boot means you can flip the seat backs down at the touch of a button.

SE Technology is a solid blend of kit and cost, with LED headlights, Skoda’s Front Assist system with collision warning and autonomous braking, a 10-inch touchscreen infotainment set-up with sat-nav, Android Auto and wireless Apple CarPlay, a 10.25-inch digital dash panel, all-round parking sensors, dual-zone climate control, and 16-inch alloy wheels all fitted as standard.

Those rims help deliver a nice level of comfort and the Estate rides with composure but plenty of compliance. Combined with the quiet powertrain, it’s a very refined car.

It’s a bit bland and boring inside, despite the new fourth-generation Octavia’s smarter cabin design, while the lack of personality isn’t helped by our car’s metallic grey paint, but then this is a pragmatic choice and it fulfils that brief completely.

Remember that while it’s more affordable, despite the ‘hybrid’ tag associated with the e-TEC name, as a mild-hybrid it can’t run solely on electric power; its battery isn’t big enough for that and the belt starter-generator isn’t strong enough to support it. It means that if you’re after a heavily electrified model to lower your running costs (especially if you mostly travel short distances that could be covered on electricity alone) then the Octavia iV will be a better choice, with fuel efficiency claims of up to 282.5mpg and CO2 emissions as low as 23g/km.

As with any PHEV, take these figures with a pinch of salt, because if you don’t plug in at every opportunity when the battery is depleted, you’ll be carrying around that extra weight but not reaping the benefit.

If as a result your circumstances still don’t work with a plug-in though, this mild-hybrid model is yet another great Skoda.

Model: Skoda Octavia Estate 1.0 TSI e-TEC DSG SE Technology
Price: £24,505
Engine: 1.0-litre 3cyl mild-hybrid petrol
Power/torque: 108bhp/200Nm
Transmission: Seven-speed dual-clutch automatic, front-wheel drive 
0-62mph: 10.6 seconds
Top speed: 124mph
Economy/CO2: 54.3mpg/118g/km
On sale Now

autoexpress.co.uk

Published in Skoda
Sunday, 21 February 2021 06:58

Toyota Rav4 2023 Hybrid Reviews

The Toyota Rav4 is one of the legendary cars of Toyota. First launched in 1994, the Toyota Rav4 is still being developed today. Recently Toyota has released its latest generation new Toyota Rav4 2023, After sliding first in Japan and the United States, the latest generation Toyota RAV4 began to be marketed in Southeast Asian countries.

Updates occurred on each side of the 2023 Toyota Rav4, ranging from engines to safety features. In general, whatever is in the latest Generation Toyota Rav4 cars is the latest innovation in the automotive industry today. For example, the Hill Assist Control safety feature, this feature will be very useful in the brake system that holds the vehicle for a few seconds so as not to move backward when moving the foot from the brake pedal to the gas pedal, with an HSA, helping the driver not to panic when the vehicle moves backward when on the ramp.


Toyota Rav4 2023 Interior Design

This feature can also be activated or manually disabled by the driver. Generally, there is a button with an image icon of the car that is tilted, and underneath there is a diagonal line that represents the climb. and many others.

Changes can also be felt in the Cabin section of the New Toyota RAV4 2023, the interior design is built very well and equipped with a variety of interesting features that are in it, in terms of interior design looks the latest generation Toyota Rav4 prefers practicality over style. The cabin space is more spacious for storing small cargo, and all the buttons and controls are easy to find and operate. The latest generation 2023 Toyota Rav4 provides many conveniences at the basic level, such as dual-zone automatic climate control, tilt steering wheel, and telescope.


Toyota Rav4 2023 Interior Design

Toyota Rav4 2023 Infotainment

Not much change in the Infotainment section that we get, the latest generation of Toyota Rav4 still comes with a 9.0-inch infotainment screen that emerges from its dashboard and is equipped with multimedia features that Integration Apple CarPlay and Android Auto, as well as onboard Wi-Fi hotspots, are all standard. JBL 11-speaker navigation and stereo systems are available.

Toyota Rav4 2023 Safety Features

currently, we have not obtained the results of safety tests on the latest generation of New Toyota Rav4 2023, but if we refer to the previous generation that has been released by the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) has given good value to the RAV4 for accident feasibility. Toyota has been an aggressive adopter of driver assistance features and offers many of those features standard throughout the RAV4 range. we hope for the latest model of the rav4 can get better value than previous generations.

Toyota Rav4 2023 Engine Performance

For its own engine, 2023 All New Toyota Rav4 is equipped with a 2.5-liter four-cylinder engine aided by two electric motors for a combined output of 219 horsepower, this stops a time of 7.4 seconds 60-mph. This model has also been equipped with the best safety system to reduce the risk of collision.

volvoreviewscar.com

Published in Toyota

Honda has unveiled a new generation of its compact crossover HR-V. In addition to the new design, this model will be offered as a hybrid electric vehicle, and it will arrive in Europe at the end of 2021.

The introduced HR-V is the latest model in Honda's range that bears the emblem e: HEV (hybrid electric vehicle). In addition, now this compact crossover comes for the first time with a rather accentuated coupe line.

It also has a new integrated radiator grille, a long, lower hood and sharper, more vertical lines that have allowed this model to retain a spacious interior for four passengers, as offered by its predecessor.

The new HR-V also retains the familiar seats, which can provide a flat boot floor after folding down the backrest or folding up. Capacity data has not yet been disclosed.

The cabin is now modern and minimalist with a horizontal instrument setup.

A new crossover, in line with Honda's goals of electrifying all major models by 2022, is expected on the European market later this year.

Published in Blog/News
Tagged under

The third generation no longer has diesel engines, which as an alternative come with hybrid versions of the existing turbo gasoline

Three million copies sold in Europe and a total of five million worldwide. A nice number for both previous generations of Nissan Qashqai, a mega-popular SUV of the compact class, well accepted among Croatian buyers of this class. Great numbers and history, but which set a high bar of expectations from the newly introduced new model.


Nissan Qashqai, photo: Nissan

There is not much to say about design, the first step in appearing in front of customers. Qashqai retains the recognizable idea and lines of the previous model, but with cleaner lines, some details performed as a variation on the theme of Juke and Nissan's signature with a mask in the characteristic V-shape. A dose of modernism is given to it by details such as self-regulating, smart LED Matrix lights, 11 body colors, five two-tone combinations and rims that reach up to 20 inches as standard. The first photos create the impression of growing size and - that's right.


Nissan Qashqai, photo: Nissan

It is 3.5 centimeters larger (4,425 m), 3.2 centimeters wide (1,838 m), one centimeter high (1,635 m), and the larger corporate Renault-Nissan CMF-C platform, two centimeters larger axle, gives the impression of size. spacing (2666 mm). The result?


Nissan Qashqai, photo: Nissan

Round three centimeters more space for the passenger's knees in the rear seat (maximum 61 centimeters), a centimeter and a half more headroom and significantly more space in the front seats, where two-meter-tall people will also have a comfortable position. The rear pair of doors opens up to 85 degrees, which greatly facilitates access to the rear seat, and especially the placement of children in the seat.


Nissan Qashqai, photo: Nissan

On top of all that, the trunk grows, by 50 liters, in this class more suitable 480 liters. It will be easier to access because the entry threshold is lowered by two inches. Aluminum alloys are also used more in the construction of the body, so let's say four side doors, fenders and a roof bring total savings of 21 kilograms. The fifth door is now made of composite materials and is 2.6 kilograms lighter, and the platform itself on the scales shows 60 kilograms less than the previous one. Niisan engineers swear that it is almost half as strong, or 41 percent.

The interior also boasts noticeably better materials, including nappa leather, a generally more expensive visual and sensory atmosphere, but also hedonistic elements of equipment such as massage seats or a concert Bose Premium hifi system with 10 speakers.


Nissan Qashqai, photo: Nissan

Digitization has also knocked hard on Qashqai’s doors. Large digitized 12.3-inch instruments, advanced multimedia with a 9-inch 3D screen, innovative and largest-in-class head-up 10.8-inch screen, interesting animations and wireless mobile charging are part of the new ambience accompanied by a smartphone app which will be able to control the secondary functions. Furthermore, the ProPilot safety system gets a connection to the navigation and detects real and potentially dangerous events in front of and around the car faster and more accurately. The system comes in versions with automatic transmission.


Nissan Qashqai, photo: Nissan

One of the significant innovations will be the electrification of the drive, in terms of a 12-volt mild hybrid version of the famous 1.3 turbo gasoline known designation DIG-T (Direct Injection Gasoline-Turbo), upgraded to 50 components. Mild hybridization does not affect the change in rated power, which is maintained at 140 and 158 hp with torques of 240 and 260 Nm, but will have positive effects on reducing consumption and have the function of giving additional momentum of power and torque when accelerating. The base engine has front-wheel drive and a six-speed manual transmission, more powerful as well, but it comes with four-wheel drive 4x4 and a new-generation X-tronic automatic transmission (CVT) as options. With automatic torque increases to 270 Nm.


Nissan Qashqai, photo: Nissan

The hybrid system carries 22 pounds of weight. An interesting hybrid version of the e-Power unusual operating principle has also been announced, in which the 1.5 turbo petrol engine has a secondary function in relation to the electric motor. The total power output is 190 hp, but the story is somewhat reversed compared to classic hybrids. The petrol is basically not used for propulsion, but primarily for charging a powerful battery and transmitting power to an electric motor that drives the wheels itself, so the ride is very reminiscent of driving an electric car.

The Qashqai also gets a single-pedal e-Pedal braking and acceleration system, known from the electric Leaf. With the new platform, the basis of a more complete driving experience will be thorough refinements on more precise and flexible steering wheel operation, but also filigree polished suspension, which remains semi-rigid in the standard versions, while 4x4 and top models with standard 20-inch wheels go multilink.

 

Published in Nissan
Tuesday, 26 January 2021 06:33

New Toyota RAV4 plug-in hybrid 2021 review

The ever-popular Toyota RAV4 SUV gets plug-in hybrid power for first time

From a technological point of view, the RAV4 Plug-in Hybrid is an impressive achievement. This is a comfortable and refined plug-in hybrid SUV – as long as you keep charging it from the plug instead of via the engine. There’s acres of space in the well stocked and well finished cabin, and the boot is still huge. The price tag is big, too, but the ultra-low Benefit-in-Kind taxation rates mean that Toyota could be on to a winner with company car buyers. The Suzuki Across – which is almost identical – is cheaper still, though.

Toyota’s hybrid expertise takes a new turn in 2021 with the introduction of this: the RAV4 Plug-in Hybrid. It’s a bit of a missing link for this popular large SUV. Toyota made a fully electric RAV4 for its first two generations, but for the US market only, while the last version of the car to be replaced had a conventional hybrid powertrain to bring an electrified RAV4 to the masses.

Now, with CO2 targets ever harder to hit, Toyota sees plug-in hybrid power as a catch-all, delivering mass market appeal combined with ultra-low emissions and running costs.

The new car has a 2.5-litre four-cylinder petrol engine developing 182bhp and linked to a CVT transmission, but the battery and dual-electric motor set-up take centre stage. A large 18.1kWh battery is located beneath the rear seats, while the front motor is rated at 134kW (176bhp) and the rear at 40kW (53bhp). The engine and electric motors don’t produce maximum output at the same time, so peak power is rated at 302bhp.

With two electrified axles, the RAV4 drives through its electric motors nearly all the time. The engine is there mainly for generating charge, and only occasionally sends drive directly to the front wheels. The driver can flick through four modes – EV for pure electric running, EV/HV, which shuffles between fully electric and hybrid power automatically, HV for solely hybrid running, and a charging mode, which sees the engine top up the battery on the move.

From start-up, the RAV4 defaults to EV mode if there is enough charge in the battery. Keep the cell topped up – it can be recharged in 7.5 hours from a household plug or as little as 2.5 hours from a 7kW wallbox – and there’s plenty of all-electric range to lean on.

EV mode really means just that, and little will provoke the engine into action. Toyota claims up to 46 miles of pure-electric running is possible, and we managed 35 silent miles with no real effort. The car is extremely smooth, and on electric power alone it’s certainly fast enough for day-to-day life. Its acceleration is comparable with that of the entry-level 2.0-litre petrol RAV4. The top speed on electric power is 84mph.

When the battery is drained, the RAV4 automatically switches into EV/HV mode, but you’ll still wonder if the engine is involved. The transition between the two power sources is seamless, and even having a CVT transmission doesn’t seem to be a problem. The engine drops in and out, contributing when it needs to and quietly leaving when not required. It’s a very impressive piece of engineering.

You’ll also discover Eco and Sport modes on top of the drivetrain options. They alter the state of performance, with Eco mode dulling throttle responses in the pursuit of efficiency, and Sport mode giving you maximum power in one hit.

Although 0-62mph takes just six seconds, the RAV4 is not a car you’ll want to hurry in. Instead it’s a solid cross-country cruiser, with good ride quality at speed. The weight and firm springing mean it’s slightly fussy at low speed around town, though, and not quite as comfortable as the other RAV4 variants. It’s got nice steering, great visibility and loads of space for adults front and rear. But Toyota’s newcomer is heavy and it feels it, so while 302bhp sounds like a recipe for fun, it’s best to sit back and enjoy the impressive levels of refinement.

The only flaw in this otherwise spookily smooth and silent package is exposed when you tap into the recharge mode. Asking the engine to constantly top up the battery introduces trademark CVT wailing. Up hills the revs are intrusive and coarse, but it’s a small trade-off to pay when you consider the rest of the package.

Toyota claims fuel economy of 282.5mpg. That’s a rather fanciful figure, but you can expect around 55-60mpg in the real world, or more if you do as you should, and plug in on a daily basis. CO2 emissions of just 22g/km mean company car users profit the most from the RAV4’s tiny Benefit-in-Kind tax rate of just seven per cent for the 21/22 tax year. Those in the 40 per cent bracket can expect a tax bill next year of around £1,424, so compared with standout rivals, the Toyota’s financials make strong sense.

The only problem nipping at its heels is the near-identical Suzuki Across PHEV, which, thanks to its slightly smaller price tag, has a slightly smaller tax bill, too – £1,275 for 21/22 for higher-rate taxpayers. However, we found the Suzuki wasn’t quite as comfortable on the road as the Toyota.

Prices for the RAV4 PHEV start from £47,395 in Dynamic trim, rising to £50,895 for this Dynamic Premium car. That’s quite a chunk, and compared with rivals such as the Peugeot 3008 HYBRID4, the RAV4 is a pricey option with its large battery.

But this trim does bring a panoramic roof, black leather upholstery, and heated and cooled electrically adjustable seats. Even heated rear seats are standard. It feels plush and very well made, if lacking a little sparkle in its design. The only real weak point is the nine-inch infotainment, with its cheap-feeling buttons and dated graphics. Yet standard Apple CarPlay and Android Auto allow you to bypass this using a smartphone.

Source: autoexpress.co.uk

Published in Toyota
Sunday, 17 January 2021 11:00

2021 Hyundai Elantra Review: Almost Great

The redesigned 2021 Hyundai Elantra compact sedan would be excellent rather than good if not for its lackluster cabin materials. If developing a car was a marathon, Hyundai didn’t run the last mile.

Versus the competition: For a mass-market compact sedan, the Elantra combines class-leading drivability with loads of user-friendly technology. Alas, its low-rent interior weighs all that down.

For 2021, the Hyundai Elantra sedan comes in SE, SEL and Limited trim levels, all with a 2.0-liter four-cylinder engine. (The Elantra GT hatchback has been discontinued.) The first-ever Elantra Hybrid, meanwhile, pairs a smaller four-cylinder with electric assist; it comes in SEL and Limited trims. Finally, the Elantra N Line has a turbocharged four-cylinder and the lineup’s only manual transmission. (Note that a higher-performance Elantra, called simply the N, without the “Line,” remains in the works as of this writing.) All other variants have an automatic, which is also available on the N Line. Stack up the whole current group, or compare the 2020 and 2021 Elantra.

We evaluated an SEL over the course of a week and also took brief drives in the Limited Hybrid and a stick-shift N Line.

SE, SEL, Limited: Refined Drivability
A confounding but age-old reality in our recent comparison between the Honda Civic, Nissan Sentra and Toyota Corolla sedans was the trade-off between ride quality and handling chops. Hyundai elevates both better than any car in that trio, as well as most other compact sedans.

Despite a torsion-beam rear axle — a cost-saving setup versus the independent rear suspensions used by some rivals, including the Civic and Corolla — the Elantra rides impressively. Aside from some skittishness during mid-corner bumps, body control feels impressive for a mass-market compact sedan. Ditto for shock absorption: The suspension takes sewer covers and rutted pavement with a degree of sophistication reminiscent of a larger, or pricier, car — and that’s with our SEL model’s optional 17-inch wheels and P225/45R17 tires. With available wheel diameters ranging from 15 to 18 inches, it’s possible lesser versions of the Elantra ride even more comfortably. (All other things being equal, larger wheels generally diminish ride quality.)

Kudos, too, for the Elantra’s reflexes. Fling it into a corner and the nose pushes early, but the steering feels as quick-ratio as the Civic’s — still one of the best-handling cars in the class — with less of the outgoing Elantra’s vagueness. The wheel seldom feels twitchy on center even at higher speeds, and body roll is nicely contained through sweeping curves.

Under the hood is last year’s 2.0-liter four-cylinder engine (147 horsepower, 132 pounds-feet of torque), which runs on a more-efficient Atkinson cycle; gone is the prior generation’s Eco trim and its turbocharged 1.4-liter four-cylinder. The 2.0-liter has reasonable power past 3,000 rpm or so, and Hyundai’s continuously variable automatic transmission is a motivated partner to get you there. Revs climb energetically from a stop, and if you need more power while already in motion, the CVT kicks up engine rpm swiftly enough to mimic a downshift from a conventional automatic. The 2021 Elantra is not particularly quick, but it does a nice job with what it has to offer.

Elantra Hybrid: Even Better
The Elantra Hybrid pairs a 1.6-liter Atkinson four-cylinder with a 32-kilowatt electric motor for a total system output of 139 hp and 195 pounds-feet of torque. It’s a handy combination, particularly on the torque side, to move you out from a stop. Unlike the many hybrids that employ CVT-like power-split devices, Hyundai’s system uses a conventional stepped automatic transmission — in this case a six-speed dual-clutch unit. The stepped gears bring a welcome sensation of upshifts and downshifts, though the downshifts arrive only after a long delay or hard stab on the gas. Sport mode provides much-needed accelerator responsiveness — there’s your downshift — if you don’t mind sacrificing fuel efficiency.

That efficiency is considerable, with 50 mpg in EPA-estimated combined gas mileage (54 mpg in a higher-efficiency Elantra Hybrid Blue edition). That’s up some 40% over the Elantra’s still-impressive EPA 35 mpg combined (37 mpg for the SE trim). Both figures are competitive against respective rivals; compare Elantra Hybrid mileage or the regular Elantra’s.

The Elantra Hybrid gets an independent rear suspension versus the non-hybrid’s torsion beam, but the differences are hard to pick out. I drove the Elantra Hybrid Limited back to back with an Elantra SEL, both with 17-inch wheels, over the same route. Both cars rode similarly well — more of a feat for the SEL’s simpler hardware, perhaps, but we preach results over formula. The results speak for themselves.

Elantra N Line: A Minor Letdown
If there’s any disappointment in how the Elantra drives, it comes with the N Line. Like the Elantra Hybrid, it gets an independent rear suspension, but tuning is stiffer all around versus the regular Elantra, with a thicker front stabilizer bar, as well. It shows: Shock absorption is notably firmer — though not objectionably so, as was the case with its Elantra Sport predecessor. The steering, altered here for N Line duty, augments the regular Elantra’s quick ratio with better feedback. Whether through chassis tuning or better grip (our test car had Goodyear Eagle F1 summer tires), or a little of both, understeer feels immediately better contained.

So where’s the letdown? It’s all in the N Line’s powertrain. The N Line packs Hyundai’s turbocharged 1.6-liter four-cylinder (201 hp, 195 pounds-feet of torque), an engine we’ve seldom found responsive enough. Hyundai says peak torque comes as early as 1,500 rpm, but it’s only after notable turbo lag. The lag diminishes if you keep engine revs north of 4,000 rpm or so, which requires frequent work with the stick-shift N Line’s longish throws and muddy gates. Even then, the N Line never feels particularly quick. The optional automatic transmission is a seven-speed dual-clutch unit, so it might alter some of the power delivery. Alas, we didn’t evaluate it.

Tech Features
SE, SEL and N Line models have two USB ports, HD radio and an 8-inch touchscreen with adjacent physical controls, including the must-have volume and tuning knobs. Impressively, the standard Apple CarPlay and Android Auto both have wireless integration. Wireless phone charging — critical if you really want to go cord-free, as wireless Apple CarPlay and Android Auto can drain your phone’s battery fast — is optional, as are all-digital gauges.

The Limited trim comes with wireless charging and swaps the 8-inch screen for a 10.25-inch touchscreen. It’s a slick, high-resolution display, but it introduces some annoyances. Gone is the tuning knob, and both Apple CarPlay and Android Auto revert to a wired setup. What’s more, the larger display has a widescreen ratio that’s starved for height, so items like the backup camera image appear only on part of the screen. The navigation map and Apple CarPlay leverage the entire display, but I didn’t test Android Auto (I’m an iPhone user). Cars.com staffers with Android devices have observed display limitations in other Hyundai models with the automaker’s 10.25-inch display. See for yourself on a test drive.

The Fatal Flaw?
For all the Elantra’s strengths, the obvious flaw comes inside. It’s not space: The low center console affords a wide berth for the driver, and backseat knee clearance should suit adult passengers. Our independent accounting of cargo space found 19 cubic feet in the Elantra’s trunk, within 1 cubic foot of our accounting in the Civic, Corolla and Sentra.

Hyundai’s problem is materials quality. Even in the Limited trim, the upper doors, where your arms and elbows might rest, are all cheap hard plastic, as are most areas your knees touch. Things decline even further in the backseat, where the dollar-store treatment extends to the door armrests. The glove box opens with an undamped clatter; the headliner is mouse fur.

All of that falls in line with the prior-generation Elantra, no standout for cabin materials itself. But if you haven’t been in other compact cars, you’re missing out. The Civic and Impreza have a proper woven headliner. The Sentra offers soft-touch materials where your knees land, and almost all rivals have soft-touch door materials up front, especially in higher trim levels. The Mazda3 keeps it classy front and rear.

There’s potential to right the ship immediately. All major controls feel uniformly meticulous, unlike rivals like the Corolla. All Hyundai would have to do is swap in better materials immediately for a modest cost per car. Of course, the bean counters will multiply that by the hundreds of thousands of cars the automaker hopes to sell. You know how that ends.

Features and Value
As of this writing, the Insurance Institute for Highway Safety has yet to publish crash-test results for the 2021 Elantra, but once the agency does, those results will appear here. Standard safety and driver-assist features include automatic emergency braking with pedestrian detection, a blind spot warning system and lane-centering steering.

The Elantra SE starts just under $21,000 (all prices include destination). That’s roughly competitive with rivals’ base models, most of which have standard automatic transmissions, as well. Standard features include 15-inch alloy wheels, the 8-inch touchscreen with wireless phone integration and the aforementioned safety tech. Finding an SE might be hard, however: As of this writing, just 12% of new 2021 Elantra sedans on Cars.com are SE models, and that’s with the Elantra Hybrid and N Line not yet on sale. Their eventual arrival will consign the SE to an even smaller slice of the pie.

The vast majority of current inventory is the next-up Elantra SEL (about $22,000), which adds larger wheels, dual-zone automatic climate control and keyless access with push-button start. Add options or climb the trim levels, and you can get leather upholstery, a power driver’s seat with memory, heated and ventilated front seats, the larger touchscreen, Bose premium audio, adaptive cruise control and Highway Driving Assist. (HDA augments Hyundai’s standard lane-centering, called Lane Following Assist, with additional capabilities on designated highways. Read more about the differences.)

The N Line runs about $25,000, while the well-equipped Limited (around $26,500) doesn’t have any factory options. The Elantra Hybrid, meanwhile, exacts a $2,650 premium for its SEL and Limited trims versus the same non-hybrid examples. As such, expect an Elantra Hybrid Limited to set you back about $29,000 — likely the highest sticker price most shoppers will see on any Elantra. That’s still a decent value, especially considering Hyundai’s impressive warranty and three years’ free maintenance.

Value might drive many shoppers toward the Elantra, and excellent drivability should justify consideration even among the less budget-conscious. The downfall comes with Hyundai’s lack of investment inside, a peskiness that leaves the Elantra at four-fifths of great.

Source: cars.com

Published in Hyundai

New 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhp

More info on BMW 5-Series
► 2024's G60-gen M5 to go electric
► 1000bhp e-saloon alongside PHEV
► Tech from iNext and i4 underneath

BMW is already amping up for the next-generation M5 super saloon. Arriving in 2024, this new version will be a dramatic change from the current F90.

Why? Because it’s expected to be the first M car to be exclusively electrified – either as a ‘Power PHEV’ or full-electric car.

Labelled G60, the next 5-series bows in the third quarter of 2023. One year later, the seventh-generation M5 will start chasing fast Audis and Mercs with these two variants. The plug-in hybrid will use the same powertrain as the upcoming X8 M, with a V8 petrol engine and e-motors totalling around 750bhp and 737lb ft of torque sent to all four wheels.

2024's all-electric M5

The zero-emission M5, meanwhile, is a member of the CLAR WE family. Power will be provided by Gen V pouch-type batteries. Although BMW knows that it would have been wiser to switch to larger Tesla-style round cells for safety, stability and performance reasons, it is now too late for such a radical change. The most potent conventional energy cell in question is rated at 135kWh; it can be hooked up to a 400V charger good for up to 350kW. In a second step, BMW will upgrade to the 800V standard pioneered by Porsche with its Taycan.

BMW is openly working on a ‘power BEV’, using a 5-series mule. That model has three e-motors borrowed from the powertrain we’ll see in the electric i4 and the iNext SUV. One drives the front axle while the rear wheels get a motor each. Numbers? 711bhp and sub-3.0sec 0-62mph.

The maximum projected WLTP range is 435miles, the targeted 0-62mph acceleration time is 2.9sec. In terms of power output, internal documents suggest two 250kW motors driving the rear wheels and one 250kW unit propelling the fronts. That's 750kW or around 1000bhp in total – that may sound awesome, but it will in less than twelve months be eclipsed by Tesla's tri-motor Plaid configuration.

Electric car battery tech explained

Comments a member of the M Division R&D team: “The Bavarian Motor Works are latecomers to the EV scene, and the same applies unfortunately to autonomous driving. Mid-term, our only stable competitive advantage is ride, handling and roadholding. But the biggest challenge by far is cost, which is why the board has buried the projected halo car.”

BMW Group's electric roadmap

The halo car, which was expected to be based on the Vision M Next concept, has been canned.

Given the electric M5's use of the CLAR WE architecture, there will be commonality with other zero-emission models from BMW Group. BMW has already been spotted testing the CLAR WE platform via some 7-series mules (above).

This extends to the 7-series eDrive out in 2023 and, eventually, the current Phantom which goes electric in very small numbers starting in 2022. A silent Cullinan is due to follow in 2027.

Source: carmagazine.com

Published in BMW
Page 3 of 5

The latest news from the world of the auto industry

"It's time for Europe to respond to the threats posed by Chinese car brands," said Renault Group CEO Luca de Meo, urging European Union countries to collaborate in addressing the i...