Displaying items by tag: SUV

Saturday, 06 February 2021 05:50

Vauxhall Mokka (2021) review: the ultimate glow-up

 

 

Your eyes don’t deceive you: this really is the new Vauxhall Mokka. We, frankly, didn’t quite believe Opel/Vauxhall design boss Mark Adams when he said that the GTX Experimental concept was a preview to this all-new crossover, built from the ground up using PSA platforms and technology.

Woah, what a change!
Definitely. Gone is the fuddy-duddy and dumpy looks of the Mokka’s predecessor, replaced with an all new and thoroughly modern look from Mark Adams and Co. The all-new Mokka is the start of a new design language from Vauxhall, with the new ‘Vizor’ front panel on the exterior, chunky wheelarches and sharp lines.

Inside, there’s a design revolution, too – going beyond even the new Corsa in terms of modernisation. It’s all part of Mark’s ‘Pure Panel’ mantra – keeping fuss to a minimum, and designing a dashboard that looks like it flows the digital instruments and central touchscreen in one. Other details include a super-minimalist shifter for the automatic gearbox versions, a lot like VW Group’s efforts with the latest Golf and A3.

Our SRi Nav Premium test car had supportive seats, with thick side bolstering and a kitch pattern on them. There’s ample adjustment in the driver’s seat, with allowance for drivers (like me) to whump it to the floor like a touring car driver. Material quality is good, with chunky indicator stalks and familiar PSA switchgear dotted around. The central touchscreen uses the much maligned PSA software, but arguably seemed to run faster here than previous experiences. Still, the digital instruments (seven inches on lower-end trims, 10 on higher) are clean and easy to digest, and come with varying layouts to suit you.

The only fly in the interior ointment is the rear space – tall adults might suffer sitting behind an equally tall driver in terms of legroom, but will have plenty of headroom. Boot space is rated at 350 litres, which is fine and adjusted with a movable boot floor, but the Mokka doesn’t excel here when up against myriad crossover rivals.

What engines can you get?
Vauxhall offers two 1.2-litre turbocharged petrol engines (99bhp and 127bhp – the latter available with an eight-speed auto) and a 1.5-litre diesel. Along with the combustion engine versions, Vauxhall offers the Mokka e, an EV with a 50kWh battery and 134bhp. We tested the 127bhp petrol with an eight-speed auto.

It’s arguably all familiar territory to those who have tried the latest Corsa, or Peugeot’s 208/2008 or Citroen’s C3 and C3 Aircross. The engine has a properly characterful gargly three-cylinder engine note and can get out of its own way, too.

When mated to the eight-speed auto, shifts are smooth in auto and can be controlled by pressing the ‘M’ button on the shifter – the new Mokka comes with wheel-mounted shift paddles. They’re a tad plasticky in feel but they manage not to surprise the auto ‘box when a shift is requested, so there’s little to no lurching when you want a different gear.

What about the Mokka’s handling?
If you’ve not read our Mokka e review already, I’d say that model is fractionally more comfortable in terms of ride quality. There’s an additional softness to the way it rides over lumps and ruts that is missing with the combustion engine Mokka variants. Still, damping is impressive no matter what variant you go for – while it may jitter over lumps a tad more than the Mokka e, the Mokka in general is still a better compromise than the ‘sporty’ Puma and downright irritating Juke.

As for overall handling, it’s a sweet blend. Opel/Vauxhall’s engineers have clearly been busy tweaking their own geometry for the steering, adding in welcome weight to the usual PSA’s excessively light steering. It’s the Mokka’s supremely light kerbweight here that does it some favours for keen drivers, with excellent body control and grip available if the moment takes you. Even with the automatic, flicking the drive mode into Sport mode and getting aggressive with your steering inputs… the Mokka is right there with you, ready for action.

Vauxhall Mokka: verdict
Comparing this new Mokka to its predecessor would be a low bar, in reality; the drab looks, dated interior and stodgy drive of the old one is nowhere to be seen here. No, while this new Mokka isn’t perfect – particularly in terms of practicality – we can comfortably say it’s now a small crossover worth looking at. I’d chalk that up as a result for Vauxhall.

Source: carmagazine.co.uk

Published in Opel/Vauxhall
Friday, 05 February 2021 06:16

New Hyundai Kona 2021 review

The Hyundai Kona has been revised for 2021 and we find out just how much it's improved

The updates to the Hyundai Kona improve its overall experience, with an efficient and effective mild-hybrid powertrain, a more composed and comfortable ride, and some useful tech upgrades in the cabin. But these gains aren’t enough to shove the car to the front of the pack; the Kona still isn’t as good to drive as the best small SUVs, and it continues to lag behind the likes of the Renault Captur and Ford Puma on practicality.

Hyundai will soon have an embarrassment of riches in the small SUV class. The Korean brand has a new offering, the Bayon, on the way in the coming months. And it will be joining a facelifted version of the Kona in the line-up.

Here, then, is the revised version of Hyundai’s ‘original’ small SUV. It’s had a little more than the typical mid-life nip and tuck too; yes, the usual updates like headlights and bumpers are present and correct, but there’s also a redesigned bonnet, and the changes are sufficient to make this car around 40mm longer overall than the outgoing version. The overall effect is to give the car a slightly more aggressive, chunky stance - perhaps even making it more of a crossover and less of a baby SUV. There’s also a new N Line trim level that tries to add a sporty look.

Under the bonnet, the Kona gets an updated range of engines. The 1.6-litre turbo unit at the top of the line-up gains some extra power, moving up to 195bhp, and the diesel motor (yes, here’s a car still available with one) gains a 48-volt mild-hybrid system.

The same tech is also available as an option on the Kona’s 1.0-litre, three-cylinder turbocharged petrol engine - and it’s this powertrain that we’re driving here. The engine itself produces 118bhp, and is the same unit that is likely to appear in higher-end i20s later this year.

The hybrid system uses an integrated starter/generator and a small lithium-ion battery to give the combustion engine a boost when pulling away from rest. It also benefits, though, from Hyundai’s Intelligent Manual Transmission - a six-speed manual gearbox that has no physical connection between the clutch pedal and the clutch. This sensor-based solution means that the engine can be switched off when the car is cruising along - and then fired up again, thanks to the 48-volt hybrid tech, when required.

It’s a complex piece of engineering but in practice works extremely well. You won’t feel much extra shove when starting off but once you’re up and running, you’ll have to rely on the visual cues on the instrument panel - the rev-counter needle flicking up and down - to tell that the engine is being cut in and out. It’s incredibly smooth in its transition - astonishingly so when you think that you can be doing 70mph at the time.

The engine has enough power to cope with a car of the Kona’s size, but not quite enough to ever make it feel like it’s capable of really punchy performance. The 0-62mph dash takes a leisurely 11.9 seconds - making the electrified version of this engine slower than the non-hybrid edition in either manual or auto form. It’s more efficient, though, with claimed average economy of 46.3mpg, and based on our experience with the car, this should be achievable in everyday use.

The Kona has also received tweaks to its chassis and suspension, and while they’re not enough to transform the car into a vehicle with real appeal for keen drivers, they do give the model a bit more dynamic polish. The most pleasing development of all is better bump absorption, making the Kona an effective tool on scarred urban roads, even on our Ultimate model’s 18-inch alloy wheels.

Body control feels a little tighter than before too, so while the inert steering and taller body still don’t really play ball and deliver enjoyment on twisty roads, the overall package feels like a more effective compromise than it did before. It’s a result, we’d like to think, of the UK testing instigated by Hyundai’s head of vehicle dynamics, ex-BMW M division man Albert Biermann.

In the cabin the biggest upgrade comes in tech, thanks to a new 10.25-inch digital instrument cluster, as seen first in the all-new i20. It’s crisp and easy to use - an ideal companion, in fact, for the similarly sized infotainment system that comes as standard on this Ultimate trim level. It remains one of the best set-ups you’ll find in any vehicle, frankly, with clear graphics, a great interface and quick responses to inputs. Recent upgrades have improved its connectivity further, thanks to fresh functionality in Hyundai’s Bluelink phone application.

The rest of the cabin gets some new materials but they don’t do much to lift the overall experience. It’s not that it’s badly screwed together or lacking soft-touch fabrics in key areas; it’s just that the fascia is a sea of black, grey and dark grey plastic, with only the very occasional flash of chrome to brighten proceedings.

Nor, it must be said, has the facelift done anything to address one of the Kona’s key weaknesses: rear packaging. Two adults can fit in there, even behind a couple of six-footers, but once in place, they’re unlikely to thank you for anything approaching a long journey.

The boot remains pretty unimpressive too - not helped, still, by a relatively high floor that’s designed to accommodate the circuitry of the hybrid and pure-electric editions. The Kona’s capacity is 374 litres, so it isn’t going to challenge the Renault Captur, Peugeot 2008 or Ford Puma on practicality.

Source: autoexpress.co.uk

Published in Hyundai
Thursday, 04 February 2021 05:22

Audi Q5 Sportback review

Audi has expanded the popular Q5 SUV range with a slightly sportier-looking, low-roofed variant. Predictable this model may be – but with good reason, as the less-bulky profile appeals to buyers previously reluctant to go for the boxy bulk of a traditional SUV

Taking cues from the succesful A5 Sportback, the Q5 Sportback joins the Q3 Sportback and electric-only e-Tron to give Audi customers a choice coupe-SUVs to complement their full-sized sister cars. It's a sensible recipe, too, taking the five-door practicality of the A5 Sportback and adding ground clearance and Quattro all-wheel drive on all but the least powerful model. It takes on the established Mercedes-Benz GLC Coupe, among other less direct competitors.

Just a few centimetres longer than the regular, boxy Q5, the Sportback retains ample room for five with just a small reduction in headroom. A new, optional seating system – rear seat bench plus – introduces a sliding bench and multi-position reclining backrest.

What's new about the Audi Q5 Sportback?
Although much of the Q5 Sportback's engineering and technology is shared with the regular Q5, no-one buys a sporty-looking SUV like this hoping they won't be noticed. Audi's drawing attention to the new model with a new lighting technology, OLED rear lights.

These multi-segment units don't just use a bright, low-power technology (the same technology you'll find in high-end smartphone screens) for shattering the darkness. Different patterns and configurations are possible, with a safety system ensuring your driving-mode signature becomes a full set of illumination as cars approach from behind.

If you thought dynamic indicators had helped Audi stand out on Britain's motorways, this new animated tail-light tech should really grab you. Even without the fancy showcase, OLED lighting is more consistent and even, ensuring that light signature is clear from every angle.

What's under the skin?
There are no surprises here - the Q5 Sportback offers a 2.0-litre diesel or 2.0-litre petrol (more details below). Both are four-cylinder units with 204hp available in the diesel. Diesel models make use of twin-dosing AdBlue selective catalytic reduction (SCR), which in other Volkswagen group cars and vans has proven very successful in reducing real-world NOx output.

Emissions will be further reduced with two plug-in hybrid models when they come on stream later. Care more about performance than your green credentials? There's a diesel-powered SQ5 Sportback too.

Sharing technology with the Q5 means a wide variety of options, including standard, adaptive and air suspension - the latter can raise the car by 45mm for dirt roads, and lowers it by 15mm for improved economy at speed. Steel springs are set up for a sportier feel than the standard Q5, further assisted by optional adaptive dampers and optional dynamic steering. Speaking of options, there are up to 21 different designs of wheel available, from 18- to 21-inches.

What's it like inside?

Audi's well-regarded MMI - MultiMedia Interface - has been revised and the Q5 Sportback benefits from the latest updates including an infotainment touchscreen with handwriting recognition, improved voice control and comprehensive steering controls.

Mounted in the centre of the dashboard, the main display is 10.1-inches. Ahead of the driver Audi's now-familiar 12.3-inch Virtual Cockpit benefits from the latest developments including hazard warning messages, information about obstructions in the road and traffic-flow awareness to help plan journeys with the least amount of interruptions.

The low-roofed Q5 Sportback is a roomy car and can carry 1,480 litres of cargo with the seats folded. With them raised, the luggage area is 510 litres – on models with the optional bench this can be increased to 570 litres at the expense of rear legroom.

What's it like to drive?
Unsuprisingly, the Q5 Sportback is very similar to drive to its Q5 Cousin. We sampled the range briefly in Germany and can report that it is a refined and effortless cruiser as you'd expect it to be. Sadly, it's not perfect – the V6-powered 50 TDI lacks response away from the lights, and despite e-boost from its mild-hybrid system, it's hesitant to take off, and in busy situations it can feel dreadfully sluggish.

The good news is that the 45 TFSI and 40TDI are not similarly affected. Also, regardless of which engine you choose, there is absolutely nothing wrong with the way these Sportback models handle and ride. On 19-inch wheels, it's stable and planted on the road with unwavering accuracy whatever the surface conditions. In low-grip conditions, the grip and poise is particularly impressive.

The most sporting SQ5 model is very impressive all round, with bags of performance. Despite weighing a portly 2085kg, it will sprint from 0-62mph in 5.1sec from 0-62mph and tops out at a limited 155mph. It's a mild hybrid that can regenerate up to 8kW under braking and will coast with the engine off for up to 40 seconds. Handling and ride are both excellent, too.

Buyers who venture off-road on a regular basis should consider the height-adjustable air suspension together with the side-to-side rear sport differential. Not surprisingly, the air springs also further cushion the ride, lower the body a tad at speed and have the rear end kneel down by 55mm to facilitate loading and unloading.

What models are available?
This is a diesel-centric line-up, at least initially. The model range starts with the 2.0-litre 204hp 40 TDI. Other diesel models will include the 163hp 35 TDI, the 285hp 3.0-litre V6 50 TDI and the mighty 355hp SQ5 Sportback.

There's also a 265hp 2.0-litre four-cylinder turbo petrol engine (the 45 TFSI) – but it will get more interesting (and tax efficient) once the two plug-in hybrids join the range later in 2021. All models have an automatic transmission system, regardless of whether they are front- or four-wheel drive.

Should you buy an Audi Q5 Sportback?
If you're a regular Audi Q5 buyer and fancy something sleeker, here's your next car. It's a class act, mechanically and in terms of fit and finish, but it's not perfect. Although it's a mild hybrid, it feels like a step behind its PHEV rivals and will look old-hat compared with the upcoming all-electric Q6 E-Tron.

We've yet to try it against its immediate rivals, the BMW X6 and Mercedes-Benz GLC Coupe, but the Audi's classy interior and wide range of petrol and diesel engines stand it in good stead – even if it's likely to lag behind the BMW for steering feel and handling.

It's another premium, sporty-looking SUV so you can sit high up, feel safe, and still have a car with more kerbside appeal than a large box on wheels. As it inherits technology and styling from the rest of the Audi A5/Q5 range, it's a known quantity both for reliability and comfort, and for making the right impact on your neightbours when you get it home.

It's more expensive than the car it's based upon and Audi feels its customers will be prepared to pay the premium. The Q5 Sportback is a safe buy, and one that will remain in demand new or used as the UK heads towards the ban on new petrol and diesel car sales, and the SQ5 Sportback is quite a sendoff just as the e-Trons start to take over...

Source: parkers.co.uk

Published in Audi
Tuesday, 02 February 2021 09:55

Sales of refreshed Mazda CX-5 started in Europe

The Japanese manufacturer has slightly redesigned an important member of the Mazda family - the CX-5 SUV. Sales in Europe have started, and the price in Great Britain is around 27,000 pounds. 

The Mazda CX-5 was first unveiled in 2012 and was the first to embrace the Kodo design language and Skyactive technology.

So far, 490,870 Mazda CX-5s have been sold in Europe, but still much more is sought outside the Old Continent, so globally that number is as much as 3.1 million, which makes this SUV the best-selling Mazda model.

An upgraded version of Mazda's mid-size SUV, the CX-5, brings innovations in technology, improved driving dynamics, and reduced CO2 emissions.

Engines and transmissions have also undergone slight improvements, so, among other things, the 2.2-liter Skyactive-D diesel engine with 184 hp is now offered for the first time with front-wheel drive.

The CX-5 also arrived in some markets in Europe in a version with a 2.5-liter Skyactive-G petrol engine of 195 hp, and there is a standard two-liter with 165 hp, which is offered with both front and 4 × 4 drive.

Changes to the engines have resulted in a cleaner and more dynamic ride, so, for example, the accelerator pedal has been optimized, which is now more responsive than before, then the engine, but also the six-speed automatic transmission.

Now this SUV is also equipped with an improved HMI infotainment system, which is displayed on a larger 10.25-inch display, faster response and a cleaner display than before. Controller handling has also been improved, and new connectivity options for the Mazda app have been introduced.

In addition to the restyled CX-5, Mazda also offers a special edition of this SUV to mark the brand's 100th anniversary, called the Homura.

In Japanese, the word means flame, and this version differs from the standard ones by special black details of the exterior and interior, as well as 19-inch wheels.

Published in Blog/News

This compact luxury crossover isn’t the user experience we were hoping for.

Your phone, laptop, smartwatch, heck, even your smart speakers are all a massive pain in the neck. Not for you, but for the people who made them. User experience and interface designers agonize over products for months or even years to deliver an intuitive user experience, and you always notice when they haven't. It's the same story for cars like the 2021 Lexus UX200 F Sport.

Engineers spend countless hours working through endless permutations of designs so they can get the little things like the detent on that volume knob just right. It's all part of an endless quest to satisfy the user. So when we see the letters "U" and "X" arrive emblazoned on the rump of a small subcompact luxury Lexus SUV, the expectation is a satisfying user experience. The only problem is that isn't quite what the Lexus UX200 delivers.

This miniaturized SUV belies both the quality and the satisfaction a Lexus badge normally promises, and the problems start with the UX's pee-wee powertrain. Its 2.0-liter I-4 makes 169 hp and 151 lb-ft of torque, which makes the Lexus one of the slowest vehicles we tested in 2020. At 8.9 seconds to 60 mph, it's slower than much less expensive compact SUVs such as the Mazda CX-30, the base Kia Seltos, and even the Hyundai Venue SEL (which makes 48 hp less).

Sometimes a car feels quicker in the real world than its test numbers would leave you to believe. Sadly, that's not the case here. The UX feels just as breathless on the road as it is on the dragstrip. Merging onto freeways or passing on open roads demands you bury your right foot into the carpet. At that point, the little four-banger shoots to its 6,600-rpm redline and stays there in a perpetual shriek that's about as enjoyable as using a sandpaper Q-tip.

There are no two ways about it: This is a slow car, and despite the F Sport badge, there's little redemption when the going gets twisty. The UX's all-season tires give up grip quickly, and its 27.9-second figure-eight time at a 0.60 g average rank it near the bottom of all the vehicles we tested last year. The Mazda CX-9, a proper three-row SUV that weighs three-quarters of a ton more than the UX, logged a faster lap and a higher average g than the Lexus managed.

As for the UX, road test editor Chris Walton found the steering reasonably precise at the limit but bemoaned the UX's "10-speed" CVT, saying it was "slow to respond and kick down to a proper ratio." The transmission doesn't have "gears," as such, but it emulates a number of simulated ratios, and for most of my driving the CVT was in too low of a "gear," even in Normal mode. I resorted to putting the car in Eco mode for the majority of my driving just to keep the revs down and the engine-sound out of the cabin.

We noted issues with the throttle map on the previous UX we tested, but some software changes to the 2021 model have, thankfully, made the throttle response more linear and easier to modulate. Dynamically, though, that's the solitary bright spot for the UX, and it's not a particularly praiseworthy one.

Thankfully, the ride provides some relief from the lackluster powertrain of the Lexus. Over small lumps and fissures in the road, the UX can be crashy, but all in all, it rides well over most any surface and is more comfortable than rivals such as the Mercedes GLB and Jaguar E-Pace. A big part of that comfort is down to the excellent F Sport seats. They're supportive, heated, cooled, and trimmed in a luscious leather that makes spending time in them the best part of the whole car.

The rest of the interior, on the other hand, is largely where the user experience falls flat. One example: Just beneath the crisp, bright infotainment display is a well-organized row of HVAC buttons, but the option to turn the A/C on and off is buried under three menus. Plus, Lexus' finicky touchpad makes getting there difficult. Even after Lexus spent years refining and iterating on the system, it still isn't as intuitive or as accurate as the control knob offered by much of the German competition.

The volume knob is located on a funky, flat spar that juts out from the center console. It's supposed to be easy to use if your hand is resting on the lid of the console itself, and it's not necessarily a problem on its own. But once you have a passenger and their elbow takes up the exact position your arm needs to be in to use the volume knob properly, the illusion that this is somehow more intuitive or more interesting than a typical volume knob falls apart. That and the rest of the physical controls located on that spar become unusable.

The steering wheel is much too large for a car of this size, and even though the column is electrically powered, it doesn't telescope out far enough. The bit of plastic at the top of the instrument cluster creaked incessantly in our test car, and the screen resolution in the cluster itself doesn't hold a candle to the likes of Mercedes' MBUX and Audi's Virtual Cockpit. And then there's the excessive wind buffeting—even with both driver-side windows down, there's a literal tornado whipping around in the back of the cabin. You can mitigate it by lowering the rear passenger's side window, but at that point, you might as well be driving a convertible.

The rear cargo area only has 17 cubic feet of free space available (that's less than a Hyundai Veloster), and there's a middling amount of legroom and headroom available to second-row passengers. Now, I know what you're thinking. Here comes Johnny Auto Journalist, picking apart yet another SUV because we are taught to hate them. But you'd be wrong. There are plenty of SUVs, compact or otherwise, that we genuinely love.

On its face, the UX200 should be an appliance, a generalist automobile that takes you from A to B without hassle. Like your smartphone, it should be pleasant to use when you need it to be and out of your way when you don't. Lexus' quest to make it an "experience" with its, erm, eye-catching exterior looks and fussy interior design has only packed it full of compromise.

The user experience that I talked about earlier, the one that designers and engineers fret over, the one that separates good products from bad ones, simply doesn't excel here. The UX is inconvenient at its best and downright irritating at its worst, and for $41,655 there is no way to justify it.

Source: motortrend.com

Published in Lexus

From Los Angeles to Houston and back.

I wrapped up 2020 the same way I started it, with a cross-country trip from Los Angeles to Houston. Last year I drove our long-term Volvo S60 to visit my family during the holidays and had such a great time that I decided to repeat it (and who knows, maybe it will become a tradition). This time, my chariot was our 2021 Toyota Venza—the hybrid-only SUV that serves as an alternative in Toyota's SUV lineup to the off-road-looking RAV4. I've chaperoned the Venza since October, but this was the first time I took it on a long road trip, and overall it excelled at its job. Instead of opting for the direct route, I went via the scenic way.

My road trip started before 5 a.m. when I left Playa del Rey and headed south to San Diego, where I then took I-8 to Tucson. Instead of taking the direct and boring way on the I-10, I opted for the more scenic route, driving through the Cuyamaca Mountains, the Imperial Sand Dunes and along the All-American Canal before ending on the I-10 between Phoenix and Tucson. After a quick lunch stop in Tucson, I continued onto El Paso, Texas, where I spent the first night. In total, I traversed 853 miles and averaged 33.5 mpg, according to the Venza's computer.

After 11 hours of driving, I found the seats very comfortable, providing great back and thigh support. The optional SofTex package—which includes leatherette seats, heated, ventilated, and powered front seats, and heated steering wheel—felt worth it. Crossing the desert in the winter means cold and hot temperatures throughout the day, so I used both the heating and ventilation often.

On day two I stopped in in Marfa, Texas, a town in the middle of the Chihuahuan Desert with chic shops and art galleries that will make you think you're on Abbott Kinney Blvd in Venice, California, or somewhere in Brooklyn. During a quick stop in the town of Valentine I visited the famous Prada sculpture that artists Elmgreen and Dragset permanently installed in the middle of the desert—a taste of what Marfa is really all about.

Highway 90 connects the desert cities of Marfa, Alpine, and Marathon in West Texas, and continues along the Rio Grande bordering Mexico. The drive is way more entertaining than I-10, with hills, river crossings, and swoopy corners at times. Border Patrol agents are seen almost every 15 minutes, and with a speed limit of 75 mph, this two-lane highway is captivating to drive. The Venza produces a good amount of tire noise, and the cabin was loud when we drove over harsh pavement, but the ride was always settled. With the 2.5-liter l-4 engine and three electric motors mated to a CVT, the Venza feels adequately powered, but it lacks the punchiness of turbo-four engines or thirsty V-6s of other SUVs in the segment.

After a night stop in Del Rio, Texas, I headed north to the quaint town of Fredericksburg. Known for its wineries and German heritage, there's a cozy feeling walking on its sidewalks and seeing the historic Vereins-Kirche building. Nestled in the heart of the Texas Hill Country, Fredericksburg is home to many great roads and vistas. There's no doubt that central Texas was blessed with a fantastic landscape.

I arrived to Houston after driving 1,726 miles over three days, averaging 34.2 mpg. I confess I was getting tired toward the end of the road trip, but visiting all of these great places gave me a taste of Texas that I had not savored before despite having lived eight years in the Lone Star state.

With my brother tagging along on the way back, the drive was more enjoyable. Our first stop was Big Bend National Park, but before we got to our hotel in Alpine, a massive winter storm dropped over 24 inches of snow in some parts of the state, making the roads icy and dangerous. On our drive to Alpine, we saw ice and snow on the road, but we made it to the hotel without any issues. Thankfully, the Venza comes with standard all-wheel drive, which was very useful during this part of the trip.

Big Bend National Park provides some of the most stunning vistas I've seen in my life. The Santa Elena Canyon's enormous walls are split by the Rio Grande, creating a natural division between Mexico and the U.S. Because the park also got a lot of snow, the basin, which is home to many trails, campgrounds, and a lodge, was closed. So we headed west to Big Bend Ranch State Park, taking FM 170, which follows the Rio Grande. With cliffs and hills on both sides of the border, the views were breathtaking, and the twisty turns made this road quite fun. I was most impressed with the landscape in this part of Texas—it seems like a well-kept secret compared to other places in the country. Note to self: Come back with a truck and off-road equipment; there's plenty of trails to experience.

The next day we left Alpine for Tucson. We stopped at El Paso for lunch and noticed how close Ciudad Juarez really is from its northern sister city, as we got a panoramic view of it driving on I-10.

Sitting in the front passenger seat, my brother had quite a bit of trouble with the capacitive touch buttons on the center console. He'd confuse the temperature controls for the radio tuning controls and often hit the wrong button given that they are very touch-sensitive. One of the Venza's weakest points is interior space. Despite being positioned between the RAV4 and the Highlander, it has less space than even its smaller sibling. That was especially notable on the return trip when we were carrying two large suitcases, a bag of golf clubs, and a couple of biggish boxes. Even with the rear seats folded, cargo space is limited.

After a mostly boring drive, dozens of songs, and a couple of podcasts, we were happy to stop in Arizona for the night.

An early wake-up call had us on the road by 7:30, and we continued our way west on I-8. After our visit to White Sands National Park last year, we decided to visit the Imperial Sand Dunes in California for a Sahara-like experience. Although it's not nearly as impressive as the African desert, the scenery is beautiful, and it served as our last stop before we ended our trip.

With 4,020 miles added to the odometer, the Venza proved itself to be a comfortable and efficient SUV. At 33.2 mpg on average, that's a bit under the EPA's ratings, but weather and high speed limits are to blame. There will be more road trips with the Venza, and this one was a great start.

Photos of the road trip are courtesy of Andrés Cortina.

Source: motortrend.com

Published in Toyota
Thursday, 28 January 2021 06:50

Manhart BMW X5 M with 823HP

German Manhart now offers the owners of the BMW X5 M Competition a new tuning program.

Manhart’s package to modify the BMW X5 M Competition primarily implies that the 4.4-liter V8 TwinPower Turbo engine is boosted from 625hp and 750 Nm to 823hp and 1080 Nm of torque.

The Manhart package also includes carbon fiber elements, a stainless steel sports exhaust system, a set of new 22-inch wheels, stronger brakes, modified suspension (the car is 30 mm lower), as well as gold details, Manhart emblems and a refined interior. alcantara, carbon fiber elements).

Manhart does not state data on acceleration to 100 km / h, so here is a reminder that the serial X5 M Competiton needs 3.8 seconds for that.

The same package will be offered for the BMW X6 M Comeptition.

Published in Blog/News
Thursday, 28 January 2021 06:44

Mercedes-Benz EQA review

Mercedes-Benz's latest EV is smoothly predictable

The latest new addition to Mercedes-Benz's growing line-up of electric cars is the EQA, the EV version of the existing GLA SUV. Although it looks like the aformentioned family car with a blanked-out nose, there's a lot of new technology under the skin, which will be shared with future models in the firm's EQ model range.

It's exactly the sort of product that the carmakers are telling us that buyers want right now – an electric SUV. And they're all rushing to build them for us, with the EQA's rivals including the upcoming BMW iX3, Ford Mustang Mach-E and Audi Q3 e-tron as well as the Volvo XC40 Recharge, which is already on sale in the UK.

Design wise, it’s what you’ve come to expect from a small Mercedes-Benz SUV – smooth, creaseless design outside and an MBUX-equipped dashboard and infotainment system on the inside.

What's it like inside?
So it looks familiar inside, but there are some interesting touches, such as the instrument lighting which turns momentarily white when boost is active and the horizontally split performance meter which replaces the rev counter. There's also a fire red low-range warning scenario for the screen and the four driving modes are named Modern Classic, Sport, Progressive and Reduced.

The EQA can be had with the Energizing Comfort Plus package first launched in the CLS, which sounds like the answer to a question no one asked, but actually enhances comfort on long drives by offering massage functions, smartwatch connectivity, mood lighting, bespoke music and even a power nap feature you can use when parked up.

UK specs are yet to be confirmed, but trim levels in Europe include AMG Line, an Electric Art version with low-drag aerodynamic wheel covers and the launch Edition 1 featuring rose gold accents inside and out.

What's under the skin?
The good news is that there's some genuinely innovative technology under the skin and the claimed battery range and performance are impressive. A substantial lithium-ion battery pack is fixed into the floor, with the first model – EQA 250 – having a usable battery capacity of 66.5kWh. That lags behind the 78kWh you get in a Volvo XC40 Recharge, but is on the money for an EV of this size and class.

It's calibrated for range and efficiency rather than performance. The EQA 250 model claims up to 266 miles of range, according to WLTP figures, has a 0-62mph time of 8.9 seconds and a maximum speed of 99mph. You can charge it up to 11kW on AC at home, or up to 100kW on DC rapid charge.

There will be more EQAs to choose from, with Mercedes-Benz confirming that the EQA 250 model will be fjoined by power variants, including those with all-wheel drive. There will also be a 200kW (272hp) version later on (most likely badged EQA 300), and another variant that can claim up to 310 miles.

The EQA also gains the EQC's Eco Assist system, which uses navigation and traffic sign data to gauge how much brake regeneration is required at a given moment, and the navigation also takes into account charging times to give you as accurate a time as possible to get to your destination.

What's it like to drive?

We've had a quick drive of a pre-production EQA in prototype form, and can confirm that it's an impressively refined place in which to spend time. The main audio source up to 20mph is the pedestrian warning chime which, later turns into a subdued hum. Only when driving really hard does that murmur swells to a discreet growl.

Despite the modest claimed acceleration figures, keen drivers will enjoy way the EQA can cover ground with surprising vigour. And like all EVs, this seamless acceleration is uninterrupted by gearchange upshifts. The almost noiseless flow means you have little sensation of speed, which might be worth noting if you're not someone who watches the speedo like a hawk. Overall, it’s a refined machine, complete with a comfortable and cosseting ride.

There are three recuperation modes (how much energy is recovered when lifting off the throttle) with different levels of energy regeneration labelled mild, medium and strong. Strong in particular feels like a viable one-pedal driving experience – lift-off and the car quickly loses momentum.

When will it go on sale in the UK?
Expect to see the EQA go on sale in the summer of 2021, with UK prices and specs yet to be confirmed. German prices start at €47,540, which suggest it'll be much more affordable than the XC40 Recharge and BMW iX3. There will be more related models to follow, with the EQB seven-seater SUV and EQS luxury saloon following later in 2021.

Source: parkers.co.uk

Published in Mercedes
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

Comfortable when you need it, punchy when you want it.

With SUVs being so popular now, manufacturers have the challenge of fitting multiple models into a multitude of niches to satisfy all kinds of customers. Take Audi, for example, whose Q5 represents about 25 percent of the marque's U.S. sales. Part of that has to do with the model's three very different powertrain variants: the regular Q5 45 TFSI, the gasoline-electric plug-in hybrid Q5 55 TFSI e, and the dynamic SQ5. In the hottest segment of the game, you gotta satisfy everyone.

The 2021 Audi Q5 lineup gets a midcycle refresh that slightly changes its appearance inside and out, not to mention slightly boosts the model's performance. The 2021 SQ5, which we'll focus on in this review, improves upon the 2020 model, and after taking it to the track, we can confirm it also handles like a champ on our figure-eight course.

2021 Audi SQ5: The Numbers
In our testing, the turbocharged 3.0-liter V-6 that puts down 349 hp and 369 lb-ft of torque launched the SQ5 from 0 to 60 mph in 4.7 seconds, exactly the same time Audi got with its own stopwatches. The SQ5 also completed the quarter mile in 13.4 seconds at 102.9 mph. Those are pretty good numbers for a 4,400-pound SUV and it means the SQ5 can stay neck and neck with the competition. The last Mercedes-AMG GLC43 we tested—a 2017 model—got to 60 mph in the same 4.7 seconds and crossed the quarter mile in 13.4 seconds at 104.3 mph. Talk about being competitive. Since then, however, Mercedes has added 23 horses to the GLC43, which now makes 385 hp (torque remains the same at 384 lb-ft). We have yet to test an updated GLC43, so we'll have to wait and see how much faster (if any) it is.

Road test editor Chris Walton was impressed by the SQ5's handling. "Wow! What a delight on the figure eight," he said. "Really, a tremendously fun experience that I was not anticipating. Porsche levels of fun and predictability."

Whether it's on the track or the streets, the 2021 Audi SQ5 is fun to drive. Like we said in our First Drive, the SQ5 feels more like a hot hatch than a hot SUV, with limited body roll and sharp steering response. On twisty roads, the SQ5 leans in nicely, its tires maintaining good grip and giving you the confidence to push the SUV even harder. The low-end torque allows the SQ5 to pull itself out of corners with ease, but the transmission takes a bit of time to downshift, even in Dynamic mode. At least Audi fits the SQ5 with shift paddles, which allow the driver to override the gearbox's lethargic nature.

You're most likely buying an SQ5 because you want more power, but when you want to cruise peacefully, this Audi also delivers. Despite its 21-inch wheels, the SQ5's ride is settled and peaceful on the freeway. When we drove about Portuguese Bend, an area of the Palos Verdes Peninsula in Southern California where frequent land movements perpetually rumple the pavement, we noted the Audi's suspension handled medium undulations well.

2021 Audi SQ5: Inside The Beast
You'll know you're in the SQ5 thanks to the number of badges located about the cabin. From the steering wheel to the shifter to the seats, the abundant S logos visually differentiate the SQ5 from its less powerful siblings. Besides that, all Q5 and SQ5 models come with the same 10.1-inch touchscreen infotainment system that's compatible with wireless Apple CarPlay and Android Auto. This screen replaces the priorly available 7.0- and 8.3-inch displays and is located within easy reach of the driver. The MIB3 infotainment system is easy to use and fast to respond, and it now adds a voice control system that learns and recognizes natural commands for vehicle controls.

Although the SQ5 (as well as its Q5 stablemates) doesn't get the fancy dual-screen center console found in Audi's bigger models, such as the Q7 and Q8, the cabin still feels tech-savvy. A 12.3-inch digital gauge cluster (or Virtual Cockpit in Audi-speak) is enhanced with a better resolution that makes the setup's Google Satellite images even crisper. Our test car included the Prestige package and came with the optional color head-up display. The 19-speaker Bang & Olufsen premium sound system had us cranking up the volume every time we played our favorite songs.

Interior space is generally decent. The biggest compromise is to second-row foot room due to the bulky drivetrain hump. Other than that, though, there's plenty of space for adults. Rear-seat passengers will appreciate the airy cabin thanks to the large windows, but the biggest downside is that the seats do not fold in a fully flat position.

2021 Audi SQ5: Worth The Cost?
The updated SQ5 brings a fresh design inside and out while balancing dynamics and refinement for everyday driving. It's a great option for those who want more punch than the Q5 offers. Plus, with a starting price of $53,995, it's a reasonable value—at least in its base form. Prices escalate quickly, though, with our top-of-the-line SQ5 with the Prestige package stickering for $71,790.

The SQ5's number one mission is delivering a fun driving experience. This Audi not only does that, but it also provides a suave ride when you want it. Few SUVs manage to do this as well as the SQ5 does.

Source: motortrend.com

Published in Audi

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