Monday, 15 November 2021 05:57

2022 VW Jetta GLI Proves That VW Still Cares about Drivers

Although it drops the previous base trim, the GLI still can be had with a six-speed manual.

Despite Volkswagen's push toward electric vehicles, the company is providing assurances that it's still dedicated to the sport compact car. Want evidence? The new-generation Golf GTI and Golf R have clearly been developed with driving enthusiasts in mind. VW's American arm pushed for six-speed manuals in both of those cars and convinced its corporate overlords in Germany that such a move would be rational and wise. Consider that a love letter to the American driver, because our counterparts in Europe won't find that option available when they place their orders.

The performance variant of the humble Jetta sedan—the Jetta GLI—also will not show up in a European showroom; it's sold only in North America and Brazil. The GLI's 228-hp turbocharged 2.0-liter four-banger makes a whopping 70 more horsepower than the standard Jetta's engine and comes with performance enhancements such as adaptive dampers and limited-slip differential.

Updated for 2022, the Jetta GLI wears a newly styled grille and front bumper with red detailing. The rear bumper has been revised as well and sports a honeycomb-patterned lower valance and larger-diameter exhaust outlets. The GLI's cabin receives new red contrast stitching to accent the black leather upholstery and new touch-sensitive steering wheel controls.

The GLI remains a lovely driving partner. During our test drive through the hill country near Asheville, North Carolina, the GLI's eager steering and crisp-shifting six-speed manual made running through the area's narrow mountain passes a joyful exercise. Although it isn't as tied-down as the new Golf GTI, the GLI does its best impression of that performance icon. On the highway during normal cruising and commuting, the GLI settles into Jetta mode, meaning it's refined, comfortable, and easygoing.

The updated exhaust system sounds a bit ruder for 2022, particularly when driving in Sport mode, which allows more of the GLI's newly baritone voice to enter the cabin. This soundtrack may delight boy-racer types, but we found ourselves needing to activate the Normal driving mode to quiet the cabin when cruising. Ultimately, we're not convinced this does much to enhance the GLI's appeal.

Same goes for the new touch-sensitive steering-wheel controls. Their glossy black finish gives an added pop of premium appearance, but on several occasions when driving the snaking roads west of Asheville, we managed to inadvertently change the radio station midcorner by accidentally bumping the tuning button. Moreover, the volume control slider is fussy and imprecise.

Back in 2019, we tested GLIs with both the six-speed manual and the optional dual-clutch automatic. Those cars managed to hit 60 mph in 5.8 and 5.6 seconds, respectively. The automatic was also slightly quicker than the manual through the quarter-mile, with a time of 14.1 seconds at 101 mph versus 14.3 seconds at 102 mph. Since Volkswagen has made no updates to the car's powertrain or chassis, we expect similar times from the 2022 model.

The nicely tailored interior gives off strong Audi vibes, which is good because for 2022 Volkswagen has eliminated the entry-level GLI trim, leaving only the loaded $31,990 Autobahn model. Opt for the dual-clutch automatic, and the price climbs to $32,790. The GLI's nearest rival, the Honda Civic Si, is all new for 2022 and will start at just $28,315.

But VW may find that the GLI's biggest competition is inside its own showroom: The 2022 Golf GTI starts at $30,540—granted that's for a base model with less equipment. But the Golf's hatchback body style, its performance legacy, and its more modern styling may draw buyers away from its Jetta sibling. The 2022 model's updates help keep it fresh, though, and the GLI's fun-loving attitude is something every driver can appreciate.

(https://www.caranddriver.com/reviews/a38224750/2022-volkswagen-jetta-gli-drive/)

Published in Volkswagen

Friday, 12 November 2021 06:30

New Vauxhall Astra (2022): Specs, prices and release date

All-new Astra gets plug-in hybrid and is bristling with tech

PROS

Powered by excellent Peugeot engines
Interior quality looks very impressive
Plug-in versions available from launch

CONS

Electric version won't be here until 2023
Just one diesel power unit available
Not the roomiest car in its class

Is the new Vauxhall Astra any good?

It's too early to say for sure, but as it's closely related to the new Peugeot 308 and we rate that, the signs are looking good. For many a year the Vauxhall Astra was perfectly described as worthy, but dull. However, with the brand now part of the massive Stellantis group of carmakers, that’s all set to change with the latest version of the popular hatchback.

The brand’s ‘vizor’ arrangement – a black panel spanning the front of the car – is present in order to bring it into line with other recent Vauxhalls like the latest Mokka, as is the pronounced ridge running down the bonnet. The sides are simpler and the rear is sharper, too, with barely a curve in sight.

There's a wide range of petrols and hybrids powering the range, and an electric version to follow in 2023 – but now, it's shaping up to be an exciting challenger to the Ford Focus, Kia Ceed, Hyundai i30, SEAT Leon and Volkswagen Golf.

What's it like inside?

Inside, a clean cockpit layout steals your attention. There’s a new steering wheel design – one that’ll presumably make its way onto other new Vauxhalls in the coming years – and a progression of the ‘Pure Panel’ screen layout that first started with the latest Mokka, with two 10.0-inch screens merged together in one solitary design element.

AGR-certified (‘Aktion Gesunder Rücken’ or ‘Campaign for Healthier Backs’) seats – a favourite of Opel/Vauxhall in recent years – are 12mm lower and offer ‘comfort’ and ‘sport’ contouring via electric adjustment here. Vauxhall says Nappa leather and alcantara upholstery are on the options list.

Even on the pre-production car we spent a couple of hours with, quality impressed. There’s plenty of soft touch plastics on the dashboard and front doors, the leather-wrapped steering wheel feels great in your hands and its buttons work with precision. With the Volkswagen Golf taking a real tumble in interior quality recently, the Astra suddenly finds itself near the pointy end of the class.

You’ll also find just enough buttons elsewhere to make navigating the touchscreen and operating the stereo and heater far easier than a Golf or Skoda Octavia, for instance, and there are loads of useful cubbies, pockets and trays to empty your pockets into. In other words it’s as inviting as it is practical.

The boot space is rated at 442 litres with the rear seats up, making it roomier for your luggage than a Ford Focus, Volkswagen Golf and Kia Ceed, but smaller than a Honda Civic. If you need more room, an estate badged Astra Sport Tourer will be launched late in 2022.

Vauxhall Astra review (2021) interior view

What tech do you get?

The new Vauxhall Astra will debut a new infotainment system to take full advantage of the new Pure Panel screen layout, ditching the laggy, low-res and clunky OS used by almost every former-PSA-now-Stellantis model from Citroen, Peugeot, DS etc. The car we sampled was too early to have a fully working example of this, so we’ll reserve judgment until later.

Elsewhere, Vauxhall’s IntelliLux matrix LED lights are an option, and semi-autonomous driving technologies can be specified, too – something Vauxhall calls IntelliDrive. This combines adaptive cruise control with active lane centring and semi-autonomous lane changing, too. It’s not Tesla levels of driver assistance, but it should help make long journeys a little less tiring.

What engines are available?

It’s a predictable bunch, given the new Astra’s shared DNA with the new Peugeot 308. There’ll be 110 and 130hp petrol options, with a six-speed manual standard and an eight-speed auto optional on the punchier engine. A single 1.5-litre diesel with 130hp will be available with a choice of manual or auto.

If you want to know about CO2 emissions for the 2022 Vauxhall Astra, the 110hp petrol emits from as little as 123g/km of CO2, with the 130hp from 122g/km with a manual or 125g/km for the auto. The diesel predictably dips lower at 113g/km with a manual and 116g/km with an auto.

A first for the Astra, however, is the addition of a not one but two plug-in hybrid variants. First up is a 180hp version which cracks 0-62mph in a respectable 7.9sec with a punchier 225hp version dropping this to 7.7sec making it the fastest Astra available. Both are expected to cover around 35 miles on official tests, giving CO2 emissions from just 24g/km and economy of up to 256.8mpg. That’s not quite Mercedes A250e good, but still bob on for the class.

There’s even an all-electric Astra-e due in early 2023, although details on this are scarce. Hopefully it’ll improve on the 50kWh battery and 136hp motor currently found in many Stellantis electric cars such as the Peugeot e-208 and e-2008.
Vauxhall says the new Astra is 4mm longer but with a 13mm increase in its wheelbase and is 14% more torsionally rigid than before for better handling.

What models and trims are available?

With the least expensive trim level, Design, buyers get 16-inch alloy wheels, LED lights front and rear, the Pure Panel with smartphone mirroring, rear parking sensors, voice recognition and a range of safety and driver assistance features such as Driver Drowsiness Alert, automated emergency braking with a pedestrian detection function and cruise control with intelligent speed adaption.

GS Line models, providing a sportier, more aggressive look, get a contrasting black roof and black 17-inch alloy wheels, as well as a blacked-out Vizor panel and Vauxhall badge. On top of Design models, some of the key features of the GS Line include Forward Collision Alert, a 360-degree parking camera, a heated steering wheel and heated front seats.

Ultimate spec comes at the top of the Astra tree and includes a whole suite of tech and driver assistance features. Some of the elements differentiating Ultimate versions include 18-inch wheels, adaptive headlights, a head-up display and wireless phone charging. There's an expanded array of driver assistance and semi-autonomous functions such as lane change assistance, a blind spot alert, Lane Positioning Assist, a rear cross traffic alert system and semi-automated lane-changing capability.

What else should I know?

The new Vauxhall Astra has undergone a complete transformation, combining an appealing exterior with a well-built and easy to use interior. Combined with an efficient range of engines, it could be a real contender in the class.

We'll get to drive this generation of Astra later this year, but until then, enjoy the video and images, above. Full price and spec details can be found here, with orders opening in autumn 2021. The first ones will be delivered in the first few months of 2022.

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(https://www.parkers.co.uk/vauxhall/astra/review/)

Published in Opel/Vauxhall

Thursday, 11 November 2021 05:25

Tested: 2022 Hyundai Santa Cruz 2.5T Shuns Convention

Hyundai's new Santa Cruz compact truck attempts to skirt the rules for traditional pickups.

Breaking into the lucrative truck market isn't for the faint of heart. Subaru's Baja lasted four short years, Honda had to butch up the looks of its Ridgeline to secure a seat at the table, and even Toyota's T100 stumbled until it became the V-8-powered Tundra. And who can forget the Ford Explorer Sport Trac? It would seem that to succeed in this segment, your truck had better look and perform like, well, a truck.

In what may be an attempt to manage expectations, Hyundai isn't using the "t" word to describe its new entry, instead referring to it as a "Sport Adventure Vehicle." Hyundai even goes so far as to claim the Santa Cruz wasn't designed as a mid-size truck competitor, but one look at the package and it's hard to classify it as anything else.

Drive it and you're not so quick to use the "t" word. The Santa Cruz rides on an extended version of the Tucson crossover's platform, with struts up front and a multilink suspension with self-leveling dampers out back. Its 118.3-inch wheelbase (nearly 10 inches longer than the Tucson) contributes to a calm and composed ride, with none of the rear-end skittishness sometimes present in a full-size pickup with an empty bed. Maneuverability around town is carlike. At 195.7 inches long and 75.0 inches wide, the Santa Cruz easily slots into parking spots. Driven with haste along two-lane back roads, the Santa Cruz is agile, remaining relatively flat through the corners.

The top-range Limited example we tested had plenty of punch to go along with its moves. Borrowed from the larger Santa Fe, its turbocharged 2.5-liter inline-four kicks out a meaningful 281 horsepower. An eight-speed dual-clutch automatic channels the torque to all four wheels. Off the line, this powertrain will wait a beat before its turbo starts charging, but it quickly builds a head of steam, delivering a stout 311 pound-feet of torque from 1700 to 4000 rpm. The run to 60 mph takes a respectable 6.0 seconds flat, and the quarter-mile passes in 14.5 seconds at 98 mph. Aided by a light-for-a-truck 4132-pound curb weight, that's enough thrust to outaccelerate all the players in our most recent comparison test of mid-size pickups, all of which weighed in excess of 4500 pounds. Likewise, our example's 0.82 g of skidpad grip and 171-foot stop from 70 mph also would've been sufficient for top honors in that evaluation.

Lesser Santa Cruz models ditch the turbo and the dual-clutch for a 191-hp 2.5-liter and a conventional eight-speed automatic. The base 2.5-liter musters just 181 pound-feet of torque and is something we'd skip. We haven't tested that version yet, but in an all-wheel-drive Tucson, the nonturbo 2.5-liter results in a sluggish 8.8-second time to 60 mph. Front-wheel drive is standard here, with all-wheel drive a $1500 option. There's no hybrid variant, but since the Tucson features both hybrid and plug-in versions, we predict the closely related Santa Cruz will follow suit in the future. In terms of fuel economy, the standard 2.5-liter four holds a slight advantage: an EPA combined estimate of 23 mpg versus the turbo model's 22, although our test car did average 30 mpg on our 75-mph highway test, bettering its highway estimate by 3 mpg.

Despite its Tucson underpinnings, the Santa Cruz is capable of trucklike activities. Turbo all-wheel-drive models are rated to tow 5000 pounds, and even the base front-drive setup can tow 3500 pounds. Trailer sway control, a function of the stability-control system, helps mitigate untoward trailer motions and comes standard on all models. Off-road excursions are also possible, as 8.6 inches of ground clearance is enough to get you into the rough stuff. A decent 23.2-degree departure angle will ensure you'll get out of most moderately difficult situations without leaving the rear bumper on the trail. The journey itself might not be entirely smooth, as we found that the stickiness of the Santa Cruz's floor-mounted throttle pedal can make it difficult to maintain a smooth crawling speed.

Duality of purpose notwithstanding, the true make-or-break feature here lies out back. Where most truck beds are a blank canvas, this is more of an artist's toolkit. As the Santa Cruz is designed exclusively for the North American market, the development team worked to bake in the kind of usability and versatility that would appeal to the outdoor-adventure set marketers love to target. Key to this mission is a dent-resistant molded composite bed (as opposed to stamped steel), which allowed the team to utilize every square inch of the space—whether it's in, under, or atop the bed.

Packed with cubbies and hidden compartments, the Santa Cruz's plastic bed is more intricate than a puzzle box. Just as in the Honda Ridgeline, there's a lockable underfloor storage space located close enough to the tailgate that it's easy to retrieve items without straining yourself. Drain plugs make it a perfect place to keep drinks on ice. More storage can be found on the sides of the bed behind the wheel wells, along with an AC power outlet with enough current to run a small refrigerator. There are tie-downs throughout, as well as an adjustable cleat system. The space above the wheel wells is wide enough to accommodate four-foot-wide sheets of plywood.

Hyundai also went bonkers on the accessories. Whatever item your hobby requires, the Santa Cruz can likely secure, store, and transport it. With the tailgate down, it can accommodate a couple of dirt bikes or kayaks. A factory tonneau cover retracts to the front of the bed and is a lot easier to use than the folding jobs seen on some pickups. Precut tabs on the top of the bed rails can be punched out to add a canopy system. And when was the last time you saw a truck with roof-mounted crossbars?

Climb in and you'll discover a refined interior largely shared with the Tucson. A reasonably hushed 67 decibels of noise creep into the cabin at 70 mph, with full-throttle pulls registering only 72 decibels on our sound meter. The instrument panel and infotainment screen are neatly tucked into the dash, rather than being mounted on top. The result is a clean, low-profile dashtop, which allows for excellent forward visibility. The Santa Cruz accommodates tall passengers in both rows, with plenty of headroom and decent legroom in the rear. Like many pickups with small sliding rear windows, objects that pass through are limited to things the size of soccer balls and six-packs.

The center stack features all of Hyundai's latest tech. Most models feature an 8.0-inch touchscreen, with wireless Apple CarPlay and Android Auto standard. Exclusive to the Limited trim is a 10.3-inch screen with navigation. As with the Tucson, the system with the larger screen can't do wireless phone mirroring; you'll have to plug in your phone like it's 2018. Most controls surrounding the system are of the capacitive-touch variety; they look sleek but attract their fair share of fingerprints and aren't as user-friendly as the physical buttons found in other Hyundai models. In what's a first for the brand, a tiny little Santa Cruz emblem adorns the controls for air recirculation and hill-descent control. The Santa Cruz's interior and exterior is peppered with other Easter eggs.

Despite what Hyundai claims, those little illustrations indeed resemble the shape of a truck because the Santa Cruz's silhouette says truck. But the exterior lacks the upright and squared-off look that characterizes traditional pickups. The styling is a muscular and bulked-up take on Hyundai's latest design language, and the big, bold grille full of brightwork is handsome. But the Santa Cruz looks like a crossover-turned-pickup. It makes no attempt to hide its roots.

Arguing how truckish it is or isn't might be fun for internet arguments (Please comment below—Ed.), but the biggest obstacle for the Santa Cruz could be its price. Base SE versions begin at $25,215 and include a good amount of standard equipment, but opting for the turbo requires an additional $10K. Top-spec Limited models begin at a steep $40,945. This pricing becomes an issue when you consider a world where the similarly sized Ford Maverick exists. A Maverick starts at just a hair over $20,000 and features a standard hybrid powertrain that's good for a 37-mpg combined EPA fuel-economy rating; more powerful turbocharged versions top out at a still-frugal 26 mpg combined. The Maverick also features more conventional truck styling, which might make it more attractive to more conventional truck buyers. But Hyundai is taking another tack—it remains to be seen if its gamble will pay off. So perhaps the question becomes: Do you want a truck, or do you want a Santa Cruz?

(https://www.caranddriver.com/reviews/a37274532/2022-hyundai-santa-cruz-drive/)

Published in Hyundai

Wednesday, 10 November 2021 06:47

New Ferrari 812 Competizione 2021 review

We hit the track with the Ferrari 812 Competizione, the extreme version of the 812 Superfast

Verdict

The 812 Competizione is a force of nature. The engine is an event simply in itself, but it’s combined here with exploitable handling that makes this ultimate Ferrari immensely enjoyable to drive and surprisingly forgiving too, given the performance on offer. As Ferrari’s special series cars go, the Competizione is a wonderful way to celebrate its superb V12.

Even Ferrari isn’t immune to the onset of electrification, announcing it will build its first full EV in 2025. But until all of the iconic brand’s cars have to go electric, we’ll receive some special models as homages to the internal combustion engine that distil Ferrari’s knowledge when it comes to building pure-petrol-powered sports cars.

The 812 Competizione is exactly that, a limited-run, tuned and honed version of the already-ballistic 812 Superfast. It’s also available as an Aperta convertible and costs an eyewatering £446,970 before options. But even if you can afford one, you’re too late. They’re all already sold.

And you will want one, because the spec is mouthwatering. Ferrari’s 6.5-litre V12 has been uprated to 819bhp and features new titanium con rods, new pistons, a redesigned crankshaft and a new intake manifold.

The dual-clutch gearbox has been recalibrated for five per cent faster shifts and the independent rear-wheel steering has necessitated a new version of Ferrari’s masterful Side Slip Control set-up. The car is 38kg lighter than the standard 812 and its reworked body produces more downforce.

The Competizione is a physically imposing thing, too. Standing next to it is intimidating due to its sheer size, and the knowledge of that extraordinary power under that long bonnet. Once inside, it’ll be familiar to anyone who has driven the 812 Superfast, with its multifunction screens and large rev counter, although the gear selector is new. Alcantara seems to cover almost every surface, and where it doesn’t, carbon fibre enhances that hardcore vibe.

The engine erupts into life, dominating your thoughts. It’s responsive right from the off and pulls with urgency even at low revs, but hold your foot down and the acceleration becomes savage.

Even so, the big V12 has more to give, the note by now a high-pitched scream, and the speed building incredibly rapidly until it feels as though it simply has to burst. But it doesn’t, and only when the gearshift lights start blinking away on the top of the steering wheel, as the 9,500rpm rev limiter cuts in, do you grab the right-hand paddle and select the next gear.

Keep going like this and the Ferrari will hit 62mph in just 2.9 seconds; really letting the Competizione have its head is not something to be undertaken lightly.

Once you’ve grown at least a little used to the level of performance that’s on offer here, other aspects of the Competizione begin to come to the fore.

The steering is light, and very fast, but it doesn’t seem to make the car at all nervous, and the huge amount of grip available is soon obvious. The nose darts for the inside of a corner, but the rear of the car doesn’t feel like it wants to break free – at least, that is, until you put the power down a bit early, and then those previously sticky Michelin tyres are soon sliding.

Doing this isn’t as frightening as it sounds, at least at more sensible speeds, because the Competizione communicates so clearly to the driver what is happening, and much of this surprising friendliness must be due to that independent rear-wheel steering, plus the superb electronics.

The brakes also clearly have the power to contain the car, no matter how powerful it is. However, after the abuse they received on track there was some suggestion that they were beginning to struggle.

Model:	Ferrari 812 Competizione
Price:	£446,970
Engine:	6.5-litre V12
Power/torque:	819bhp/692Nm
Transmission:	Seven-speed dual-clutch auto, rear-wheel drive
0-62mph:	2.9 seconds
Top speed:	211mph+
Economy:	TBC
CO2:	TBC
On sale:	Sold out

(https://www.autoexpress.co.uk/ferrari/812-superfast/356509/new-ferrari-812-competizione-2021-review)

Published in Ferari

Monday, 08 November 2021 05:21

Here Is All You Need To Know About The 2024 BMW 5-Series

The reveal of the all-new, eighth generation of the BMW 5-Series is scheduled for 2023, but sightings of camouflaged prototypes of the premium sedan combined with reports from insider sources have painted a pretty clear picture of what to expect. Additionally, a speculative rendering from Magnus.Concepts based on the prototypes give us a glimpse of what the upcoming 5er could look like.

The current 5-Series was unveiled in 2016 and received a facelift in 2020, so it is natural for a clean-sheet design to follow in 2023. The new generation will be based on the CLAR platform and, true to the “Power of Choice” strategy of the Bavarian automaker, will be offered in petrol, diesel, plug-in hybrid, and fully electric variants, with the latter expected to adopt the i5 moniker.

Plug-in hybrid prototypes of the 5-Series were spied testing on the roads of Munich, revealing a dynamic silhouette with traditional three-box proportions. The body is more sculpted compared to the current model while retaining the famous Hofmeister kink that notoriously disappeared from the 4-Series. At the front, there is a pair of aggressive headlights and a slightly larger kidney grille. At the back, we have a more coupe-style roofline and thinner taillights likely connected by an LED strip.

Inside, we expect to see the Curved Display already found on the iX combining a 12.3-inch digital instrument cluster with a 14.9-inch infotainment system. It will run the new BMW Operating System 8 with advanced connectivity features and all the latest ADAS offering semi-autonomous driving capabilities.

The engine range will feature updated versions of the current four- and six-cylinder units with mild-hybrid technology for improved efficiency. The plug-in hybrid variants will combine the turbocharged 3.0-liter six-cylinder with one or two electric motors, producing up to 500 hp (373 kW / 507 PS). Finally, the first electrified full-blown M car that is set to replace the M5 will reportedly use a plug-in hybrid combining the twin-turbo 4.4-liter V8 with electric motors, allowing for outputs close to 750 hp (559 kW / 760 PS) and supercar-rivaling acceleration figures.

As for the fully-electric BMW i5, it will be distinguished by other variants from the different grille, blue accents on the intakes, aerodynamic wheel designs, and the omission of the exhaust pipes. The base spec is more likely to be RWD with a single electric motor at the rear axle producing around 300 hp (224 kW / 304 PS) and a 70 kWh battery pack borrowed from the iX SUV. The more powerful xDrive50 could have two electric motors (one on every axle) producing more than 500 hp (373 kW / 507 PS), in combination with a larger 100 kWh battery offering 600 km (373 miles) of WLTP range. There are also reports of an M-rivaling i5 with up to 800 hp (597 kW / 811 PS), but we’d take that one with the proverbial grain of salt.

The fully electric sedan will be a direct competitor to the Mercedes-Benz EQE that was unveiled recently in Munich, the upcoming Audi A6 e-tron, and the next-generation Tesla Model S.

While BMW hasn’t confirmed it yet, a 5-Series Touring is likely to follow the four-door sedan offering more cargo room and extra practicality. We will have more information on the details as we inch closer to the 2023 release date of the 5-Series, which will most definitely be the last one to get ICE-powered variants before BMW’s range becomes 100 percent electric.

(https://www.carscoops.com/2021/09/here-is-all-you-need-to-know-about-the-2024-bmw-5-series/)

Published in BMW

Saturday, 06 November 2021 05:59

2024 Toyota Tacoma: Are We Finally Getting A Modern Tacoma? (VIDEO)

The new fourth-generation Toyota Tacoma may be the most eagerly anticipated new truck arriving in the next few years. A lot of people love the Tacoma — sales have always been strong, and the midsize truck is more popular now than ever. Tacoma build quality is formidable, and resale values have remained absurd.

But nearly everyone who loves the Tacoma wants something more from it, whether that's better performance to challenge rivals like the Colorado ZR2 and Jeep Gladiator Rubicon, a more spacious and family-friendly cabin or better fuel economy. Toyota, then, is under an awful lot of pressure to make sure the next-gen Tacoma has more of what buyers want — without compromising on the things that made the Taco so great today.

Here's what we know right now about what the fourth-generation Tacoma will look like.

Video:

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Published in Toyota

Friday, 05 November 2021 05:24

Range Rover first details, specs and prices

Fifth-generation Rangie showcases luxury and electrification

PROS

Interior quality far better than old model
Two body lengths, now available with seven seats
Long electric-only range for PHEV versions

CONS

You'll have to wait until 2024 for EV version
Price has risen sharply over old model
Option it up, and the price will sky rocket

This is Land Rover's new 2022 Range Rover, and although it looks outwardly similar to the outgoing model, there's a lot going on under the skin as the company's luxury flagship moves towards electrification. It's been launched with a pair of long-range plug-in hybrid versions, with a full-electric model following in 2024.

The fifth-generation Range Rover continues the march upmarket with an accent on luxury, and the armoury to fight its arriviste rivals, such as the BMW X7, Mercedes-Benz GLS and Audi Q8, as well as the more exclusive Bentley Bentayga and even the far more expensive Rolls-Royce Cullinan. Considering that once upon a time, the Range Rover had this market all to itself, things are looking a whole lot more competitive now – and yet, no rival has successfully displaced the British icon yet.

In a world dominated by climate change, even luxury SUVs need to bow to social pressure – and prove their green credentials. So, under the familiar yet smoother styling, there are several electrified versions with a lengthy battery-only range. The car looks less intimidating, more environmentally responsible, and loses the old model's fussy visual jewellery.

What's it like inside?

Although we're months off the launch of this car, Parkers has already sat inside a pre-production Range Rover and can confirm that it feels every inch the £100,000+ luxury limousine now. The choice of materials inside is first rate and the uncluttered cabin feels calm and upmarket – especially the new porcelain door inserts. Yes, really.

The Pivi Pro infotainment system has been upgraded. It's now available with Amazon Alexa voice control, Spotify and Land Rover says it's more reliable, stable and faster-acting than earlier Land Rover touchscreens. We'll reserve judgment until we get our hands on one, but considering how good Pivi Pro is in the Defender, we have high hopes.

Buyers get the choice of a standard or 20cm-stretched long-wheelbase (LWB) model. The 'normal' version has a number of rear seat configurations – as before – but for the first time for a Range Rover, the LWB model is available as a seven-seater with three rows of forward-facing seats. Given all of its aforementioned rivals can be configured as seven seaters, this is welcome move by Land Rover.

What engines are available?

The Range Rover will be available as a pure electric, hybrid or combustion engine car, although the EV version isn't due until 2024. However, every other combination will be available from launch in May 2022. The line-up will look like this.

P400 petrol: The entry-level Range Rover uses a 3.0-litre six-cylinder, with mild-hybrid technology. It develops 400hp, averages 29.7mpg and puts out 215g/km of CO2.

P530 petrol: The V8 option remains, but is now a BMW-sourced 4.4 bi-turbo, tuned to deliver 530hp for a 0-60mph time of 4.4sec.

D300 and D350 diesels: Both of these models are powered by Land Rover's 3.0-litre straight-six diesel, but with two states of tune: the D300 makes 300hp while the more muscular D350 musters develops 350hp. CO2 emissions are 198g/km.

P440e and P510e PHEVs: These plug-in hybrids are the first step to electrification for the fifth-generation Range Rover. Its 3.0-litre petrol is mated to a 105kW motor for 450 or 510hp and are good for 26g/km of CO2 in WLTP testing.

All models are four-wheel drive and come with an eight-speed gearbox, with a low-range transfer ‘box for effective off-road ability. You get all of the Land Rover systems, too, such as dynamic air suspension, Terrain Response 2, and a 900mm wading depth. This ability might not be a priority for many Range Rover drivers, but it's still an important part of the car's DNA.

Plug-in hybrid range and charging

Both PHEV models are powered by a large 38kWh lithium-ion battery for a relatively long range for a plug-in hybrid. They are claimed to offer a 62-mile electric range and Land Rover says that three quarters of customers’ journeys could be driven on silent electric power during daily duties.

Unlike most contemporary plug-ins, the Range Rover P440e and P510e can be fast-charged at up to 50kW DC, meaning they can be topped up in less than an hour (or five on a 7kW wallbox at home).

What else should I know?

UK sales are expected to begin in May 2022 and UK prices have been confirmed to start at £94,400, which is quite a rise from the outgoing model which starts at £83,525.

(https://www.parkers.co.uk/land-rover/range-rover/review/)

Published in Range Rover