Displaying items by tag: Hybrid

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
Saturday, 02 January 2021 06:48

2021 Kia Sorento Is Compelling in Hybrid Form

The front-wheel-drive hybrid version of Kia's redesigned Sorento mid-size three-row crossover packs a solid 227 horsepower and a 37-mpg EPA combined estimate.

The new 2021 Kia Sorento hybrid doesn't make a big deal of itself, despite being the first electrically assisted version of Kia's mid-size crossover. It's got a 1.6-liter turbocharged four-cylinder mated to a six-speed automatic transmission, and it drives like you'd expect—except that the little four feels like it has about 25 percent more displacement than it actually does. In fact, the Sorento hybrid's combined output—227 horsepower and 258 pound-feet of torque—nearly matches that of the 2020 Volkswagen GTI. Like a GTI, the front-wheel-drive-only Sorento torments its front tires with torque. Unlike the compact GTI, though, it has three rows of seats and an EPA combined estimate of 37 mpg. Thus concludes our references to the Volkswagen GTI, but we hope the comparisons helped you subliminally internalize the idea that the Sorento hybrid is actually kind of fun.

To get the Sorento hybrid's 227 horses out of a 1.6-liter turbo-four, you'd generally have to boost the bejesus out of it. Kia didn't do that. But it did pair the engine with a sizable electric motor and a 1.5-kWh lithium battery that enables some neat tricks. Such as producing an abundance of torque off the line and sailing along at highway speeds with the engine off. And yes, achieving solid fuel-economy ratings of 39 mpg in the city and 35 on the highway.

Kia's highly specific spec sheet lists the 1.6-liter as making 177.2 horsepower and 195.4 pound-feet of torque from 1500 to 4500 rpm. The electric motor generates a claimed 60.1 horses and 194.7 pound-feet from zero up to 1600 revs. Notice that those two torque figures are both almost the same and happen at low revs, which helps explain why the hybrid's low-end grunt feels diesel-like in strength. It's simply a smooth, prodigious shove that's out of proportion to the gas engine's displacement.

The 1.6 does sometimes lug at low rpm, particularly when climbing grades, as the transmission holds a tall gear and leans on the electric motor for help. But that's a common hybrid trait. As dealership sales reps like to say: They all do that. And, as we tend we say: At least it's not a CVT (continuously variable automatic transmission). Should you desire a lower gear from the Sorento hybrid's conventional automatic, there are paddle shifters on the back of the steering wheel.

The Sorento hybrid offers no dedicated electric-only mode, but nonetheless it relies on electric power surprisingly often and at high speeds. Light on the throttle, downhill, you'll see the green EV indicator light come on at 80 mph. While its relatively tiny battery means you won't ever go far on electricity alone, this Sorento is good at seamlessly juggling its propulsion options without calling attention to the machinations happening beyond the firewall.

Priced at $34,760 to start for the base S trim, the hybrid costs $1700 more than a non-hybrid Sorento S, which employs a 191-hp naturally aspirated 2.5-liter four-cylinder and an eight-speed automatic. That model is only rated for 26 mpg combined, and the EPA figures that over five years, the hybrid will save you $1750 in fuel. Your mileage may vary, of course, but you'll notice that those estimated savings neatly erase the hybrid's price premium. It looks as if a half-decade is your financial break-even point, if that's a motivating factor. But the hybrid also is the significantly more powerful option, and that's a worthy upgrade on its own. Just don't expect it to outpace the nonhybrid Sorento's optional 281-hp 2.5-liter turbo-four that we've already driven.

In terms of drawbacks, the Sorento hybrid has a couple. It's only available as a front-driver, so if all-wheel drive is nonnegotiable you'll need to look elsewhere—or wait for the upcoming plug-in hybrid variant that drives all four of its wheels with a combined 261 horses and a significantly larger battery. The hybrid also shouldn't be your pick if you expect to tow much with it, as its 2000-pound tow rating lags behind the nonhybrid models' 3500-pound max. But if neither of those factors is an issue, you may as well spring for the hybrid over the standard Sorento. Think of it as a five-year investment in free horsepower.

SOurce: caranddriver.com

Published in KIA
Tagged under
Saturday, 26 December 2020 05:42

Skoda Octavia iV Estate review: Ivy League hybrid

 

► Plug-in load-lugger offers big boot and electric range
► Ideal for private or company car drivers alike
► Standard iV makes more sense than vRS version

Some cars appeal to your head, while others grab you by the heart. Then there are modern Skodas - some of which start with the former but end up doing plenty of the latter, to a fairly unexpected extent.

Few will browse and configure an Octavia iV in the advanced stages of face-flushing lust, but it’s easy to find yourself getting a little hot under the collar at the idea of a handsome estate car with 43 miles of electric-only range, a ludicrously low benefit-in-kind tax rate, a handy 201bhp with which to get around and the promise at least of some very miserly fuel consumption.

 This, smaller, iV (the bigger Superb launched first) goes about its business with the kind of quiet and classy competence that, in time, is likely to nurture a real if unlikely love for this hunk of smartly-creased, petrol ’n’ electric metal.

What’s the Skoda Octavia iV like to drive?
Under the hood is a 1.4-litre turbo four-cylinder, an e-motor the other side of the clutch (housed within the twin-clutch gearbox) and, out back, a 13kWh battery that, in return for that decent all-electric range, steals some boot space and adds 135kg of weight.

On the road, the iV just works, blending quiet and refined (if steady) progress on electric power alone. The petrol motor feels reluctant to contribute in the best of PHEV traditions, so it’s easy to whisk around on quiet e-power without having to keep half an eye on the gauge to make sure you’re not about to inadvertently fire up the four-pot.

 In more conservative drive modes the Octavia coasts forever too, meaning you can release the gas hundreds of yards before a roundabout or junction and roll up to it silently and efficiently. If you’d rather the regenerative brakes assist your deceleration in a more natural way then simply switch into Sport mode for one-pedal regen up to every traffic light and junction.

Handling-wise there’s plenty of grip and ride comfort, even if the car’s weight and soft set-up conspire to create a floaty sensation at times and a decent slug of roll should you get carried away, with nicely weighted and calibrated driving controls (abrupt brakes aside).

Does it work as a PHEV?
If your usage is textbook PHEV – off-street parking with a garage for charging (albeit on a three-pin plug) and daily short journeys – then, within those parameters, the iV excels.

 Anything less than ideal conditions will see the fanciful fuel economy claim drop but you should get 55mpg at the very least, and in cold weather on a route poorly suited to EVs, we ‘lost’ around 20 per cent of the displayed battery range (covering 21 miles on 24 miles of range and 16 on 21 miles).

You can well imagine going months between fill-ups, so little work does the engine do if you exhibit a shred of restraint - a stern challenge on motorways, where the Skoda’s weight, drag and e-power limits you to a mobile-chicane 70mph.

What’s it like inside?
In the cabin there’s space, order, a touch-based interface you can work with and the unmistakable perfume of VW Group quality – the Octavia’s is a £35k interior that feels like a £45k one.

 The Octavia has the least fussy infotainment system of its Golf/Leon/A3 siblings, with physical buttons on the centre console and clear, and well laid-out menus. Small annoyances remain – static home and menu buttons on the 10.25-inch touchscreen are a useful touch, but they’re positioned on the side of the screen furthest away, and fans of a physical volume knob will still have to retrain their fingers to the slidey arrangement now used across the VW Group.

In terms of PHEV-specific giveaways though the only obvious change is a battery level meter on the left-hand side of the digital cockpit where the coolant temperature used to be. Positioned opposite the petrol gauge, this gives a clear and instant view of your remaining fuel and charge.

 Practicality-wise the iV loses little – the gargantuan rear legroom remains and the boot is only mildly inconvenienced, with the space under the floor taken up by the battery, and cable storage slot. The Octavia’s boot is so large anyway this reduction in volume is of little consequence, dropping from 640/1700-litres to 490/1555 seat up/down – the same as an Audi A4 Avant or BMW 3 Series Touring.

Verdict
Like all plug-ins the Octavia makes sense for regular, reliable journeys within its electric range (which in fairness is usefully long) and the occasional longer jaunt on petrol power. Basically, it’s a great company car if you live 20-30 miles from the office, and still visit it five days a week.

Its ultra-low 6% BiK rate thanks to low CO2 and decent e-range means it’s good value for business use, although perhaps not so good as those willing and able to take the plunge into a full EV.

 There’s also a vRS version of the Octavia iV if your heart craves a little more speed, body control and kudos. We think that the uprated plug-in powertrain becomes unresponsive and at times confused in a hot hatch setting, undermining the keen steering and chassis, though.

No, stick with the standard iV. And be prepared to fall for – of all things – a plug-in estate. Not exciting but classy, refined, a pleasure to drive.

Source: carmagazine.co.uk

Published in Skoda
Tuesday, 22 December 2020 06:42

2021 Audi Q5 Plug-In Hybrid Might Be the Best Q5

The Audi Q5 55 TFSI e plug-in hybrid SUV strikes a compelling balance of performance and fuel efficiency within the updated Q5 lineup.

That many of today's plug-in hybrids (PHEVs) are both the most powerful and fuel-efficient examples within their respective model ranges says a lot about the progress of vehicle electrification. For example, Audi's updated 2021 Q5 SUV lineup, where the new PHEV variant, the Q5 55 TFSI e, packs the largest power figure, and its balance of performance, fuel efficiency, and luxury place it in a compelling spot in the lineup. Although the sportiest variant remains the SQ5—but only just.

Starting at $52,995, the PHEV version of Audi's compact luxury crossover slots between the regular $44,395 Q5 45 TFSI and the performance-oriented $53,995 SQ5. Regardless of the powertrain, all 2021 Q5s receive more angular styling for their headlights and front and rear bumpers, as well as an updated grille that's more cohesive with the brand's newer models. The net effect ties the Q5's design elements together better than before, lending it a fresh but not overly aggressive aura when parked at the curb.

Audi introduced the plug-in Q5 last year, which combines a 248-hp turbocharged 2.0-liter inline-four with the hybrid's 141-hp electric motor for a peak output of 362 horses and 369 pound-feet of torque. With a standard seven-speed dual-clutch automatic transmission and Quattro all-wheel drive, Audi says the Q5 PHEV should reach 60 mph in a fleet 5.0 seconds—only 0.3 second slower than the SQ5 with its 349-hp turbo 3.0-liter V-6.

Even with the added 550 pounds of mass of the hybrid's battery and motor, the Q5 55 TFSI e is quick for its segment. It won't rearrange your internal organs when you stomp on the accelerator, but it will remind you that instant electric torque is a wonderful thing when used correctly. The Q5 PHEV feels just as at home on the open road as it does around town. Its ride is steady and polished even when the pavement is anything but, and it corners adroitly for its size. But as with most electrified vehicles, you'll notice its extra weight as the dynamic loads increase.

The PHEV's lithium-ion battery with 11.3 kWh of usable energy nets a 19-mile EPA rating for electric driving. If that seems modest, it's even more so than it needed to be, as Audi voluntarily lowered its label value from the 29-mile figure the Q5 earned during EPA testing. While in electric mode, the Q5's already quiet interior becomes noticeably more serene. The battery can be recharged in as little as 2.4 hours via a 240-volt Level 2 charging station, according to Audi, but takes considerably longer if you plug it into a conventional 120-volt wall socket. Compared with the standard Q5's EPA estimate of 25 mpg combined, the PHEV earns a 27-mpg rating after the battery's been depleted and 50 MPGe with it in the mix.

Inside, the Q5's cabin continues to exhibit the exemplary build quality we've come to expect from Audi. The updated MIB 3 infotainment system behind the standard 10.1-inch touchscreen is high tech and nicely integrated. But we did notice some latency in its responses to commands, and we're still acclimating to not having the previous MMI setup's rotary control knob. Wireless Apple CarPlay is now available, but Android Auto connectivity requires the use of a cord. Higher trims add Audi's excellent 12.3-inch Virtual Cockpit digital gauge display and its ability to sharply render full-width map data. Our main disappointment in the example we drove was the standard eight-way power-adjustable front seats, which we struggled to find a comfortable position in during longer stints behind the wheel.

The Q5 55 TFSI e is available with Audi's typical Premium, Premium Plus, and Prestige option packages, with the latter pushing the plug-in's price to $62,795 with heated and ventilated seats, a head-up display with traffic-sign recognition, and a premium Bang & Olufsen stereo. Audi points out that federal and local tax credits have the potential to significantly lower the PHEV's entry point, limiting its upcharge over the standard Q5 and making the SQ5 a considerably more expensive proposition. For Q5 shoppers who can make use of its electric range, the plug-in's solid performance and luxury trappings could strike a just-right balance.

Source: caranddriver.com

Published in Audi

Highlighted by the Sport Turismo wagon model, Porsche's updated Panamera Turbo S E-Hybrid gains power, refinement, and 30 percent more electric range.

Recent headlines regarding Porsche's four-door cars have naturally gravitated to the company's new Taycan electric sedan. And given the performance of the 750-hp Taycan Turbo S—the most powerful Porsche currently available—that hype is understandable. But Porsche has partially electrified its Panamera sedan and Sport Turismo wagon (and Cayenne SUV) for several years now with some spectacular results. For the 2021 model year, a range of updates comes to the second-generation Panamera lineup, with the most anticipated of those changes being an uptick in power, performance, and refinement for the range-topping Turbo S E-Hybrid models.

Although the Panamera Sport Turismo has been around since 2018, the wagon remains a rare bird, even in car-crazy Los Angeles. Our 2021 Turbo S E-Hybrid test car has been collecting lustful stares all morning, even from a few Tesla drivers. Exterior changes are subtle. Aside from new wheel designs, the previously optional SportDesign front fascia is now standard; a reconfigured SportDesign package, with or without carbon fiber, is in the works. To bring the car's rear end in line with the look of the brand's fresher sports cars and SUVs, a continuous light strip now spreads across its tail. The only upgrade inside is a new steering wheel with simplified audio and information controls. Our German-spec example was not fitted with a panoramic glass roof, but it will remain standard on United States models.

Mechanically, things haven't changed much either. The plug-in Turbo S E-Hybrid retains its all-wheel-drive system, twin-turbo 4.0-liter V-8, and an electric motor integrated into its eight-speed dual-clutch PDK automatic transmission. Engine calibration enhancements have increased the V-8's output from 550 horsepower to 563. Peak torque stays at 567 pound-feet, and the electric motor contributes an additional 134 horsepower and 195 pound-feet. As a result, combined horsepower climbs from 680 to 690. And with 642 pound-feet of total torque plus a low 5.97:1 first gear, hard launches strain back muscles and rearrange bodily fluids more than ever. Tummies twizzle.

Porsche says the updates shorten the wagon's 60-mph dash from 3.2 seconds to 3.0 flat, but we've already clocked a 2.7-second run from a 2018 Turbo S E-Hybrid Sport Turismo, which also covered the quarter-mile in 11.0 seconds at 126 mph. We won't know for sure until we get the updated car to the test track, but the 2021 model should shave a tenth of a second from those times. Porsche also claims a 196-mph top speed, which is an increase of 4 mph. We'll buy it.

The most significant powertrain upgrade is an increase in battery capacity from 14.1 kWh to 17.9 kWh, which ups the Turbo S E-Hybrid's all-electric driving range by 30 percent. On a full charge in the E-Power driving mode, there are now enough electrons for about 20 miles of travel. But get aggressive with the throttle, and the V-8 fires up quickly to deliver a boost of power.

Hybrid mode maximizes the system's efficiency by blending both power sources with remarkable refinement, running the engine only when necessary to either charge the battery or answer your request for harder acceleration. "We spent a lot of time under the hood optimizing engine and suspension systems to enhance the bandwidth between performance and comfort," said Thomas Friemuth, vice president of the Panamera model line. EPA fuel-economy estimates aren't finalized yet, but the current car's 48-MPGe and 20-mpg combined ratings aren't expected to change.

Sport and Sport Plus modes keep the engine running and retune the transmission for more immediate response. They also dial up the volume of the active exhaust system, giving the V-8 a thumpy idle and a pleasant growl. The Turbo S E-Hybrid's adjustable air springs use the same hardware as before, but ride quality has been improved, and the range between the suspension's three settings have been broadened. Normal is a bit softer than before and Sport Plus a bit stiffer, but each setup retains the relatively supple ride quality and excellent body control that we've previously been impressed with.

The Turbo S E-Hybrid's regenerative braking system helps replenish the battery pack rather quickly. A half hour of moderately quick driving in the hills above Malibu increased our indicated electric range from 7 to 21 miles. Porsche has also made some adjustments to the Panamera's Porsche Dynamic Chassis Control Sport system, which governs the car's active anti-roll bars, torque-vectoring system, rear-axle steering, and more. There's more steering feel than in other big sedans and wagons, and a new electromechanical brake booster seems to have eliminated the brake pedal's previously squishy transition from regenerative to friction braking. Massive carbon-ceramic rotors with Acid Green-painted calipers are still standard.

Porsche continues to mount the battery pack under the Turbo S E-Hybrid's cargo floor to help balance the weight of the chassis, which helps lend the car incredible grip and agility. You can notice some road noise from the updated 21-inch Michelin Pilot Sport 4 S summer tires (275/35R-21s in front and 325/30R-21s in the rear), but their impressive grip is a fair tradeoff. Despite weighing around 5300 pounds, we recorded 0.99 g of stick on the skidpad from the previous version of this electrified wagon. While it does feel big and heavy on the road, it's also seriously quick, stupendously stable, and it simply explodes from corner to corner.

Pricing for Turbo S E-Hybrid versions of the Panamera and Panamera Sport Turismo will be released closer to the cars' availability in spring, but we'd expect slight increases over their current base prices of $189,050 and $193,050, respectively. With its improved performance and additional refinement, we could make a case for the top Sport Turismo model as Porsche's best all-around car. Sure, both the electric Taycan Turbo S and the updated 911 Turbo S are quicker, and we'd rather have one of the company's GT sports cars for pure driving joy. But none of them combines speed, comfort, efficiency, and versatility as stupefyingly well as the Panamera Turbo S E-Hybrid Sport Turismo. It may be the perfect ride for the deep-pocketed enthusiast with a family and a single parking space.

Source: carandriver.com

Published in Porsche

 

► 400bhp, 100mpg, 0-62 in 5.8seconds
► Swedish seven seater
► Frugal and fast - but not at the same time

Back when Elon Musk was merely known for crashing his McLaren F1 and Jeff Bezos was a bookseller, Volvos were safe and sturdy cars made for ferrying around your offspring.

Fast forward to today and the brand has evolved into a stylish desirable car marque that no longer just trades off being the safest around.

Keep hitting the fast forward button and you'll see that a new Volvo XC90 is due in 2021. It'll be a hybrid and EV only affair.

With this in mind - is the XC90 worth buying still? Or should people wait for the new car?

The best hybrid SUVs - on CAR

The XC90 T8 hybrid, or Recharge for short, is the most expensive, cleanest, frugalist, and quickest car of the XC90 range. Its raison d'etre is that it's a seven-seat plug-in hybrid - something of a rarity still.

It's aimed at the middle classes who can't quite commit to a fully-electric car, but still want the tax breaks and street cred associated with one.

While there's also a hint of the Q-car about it. Lovers of stealthy performance cars will be salivating at the thought of a 2.3-tonne family-hauler cracking the 0-62mph sprint in less than six seconds.

A 400bhp, £60k Volvo hybrid with a crystal gear selector

Expensive, fast, stylish and beautifully crafted, it’s a standard-bearer for the Swedish marque in its assault on the premium establishment, a move that’s being met with more success than Volvo dared hope.

The XC90 uses Volvo’s SPA scalable product architecture. It also underpins the S90 saloon and V90 estate, while the chassis was designed from the outset to package electric powertrains. In the T8 a petrol engine in the nose drives the front wheels via an eight-speed auto gearbox. A generator sandwiched between the two rapidly cranks the petrol engine into life, boosts torque and charges the battery as required.

The cells, housed in the central tunnel a propshaft normally calls home, feed a large single electric motor on the rear axle that also generates electricity under braking. A control unit in the engine bay synchronises the two power sources, ensuring happy, efficient collaboration and all-wheel drive when required.

Does the XC90 Recharge feel 400bhp fast?

Not quite – think effortless performance rather than unlikely dragster. Mash the throttle to the carpet in Power mode and the T8 launches pretty smartly, the battery pouring power into the electric motor as the turbocharged and supercharged direct-injection 2.0-litre four slogs its guts out. As a performance powertrain it’s undoubtedly effective, the claimed 5.8sec 0-62mph feeling entirely believable, but the car’s not inconsequential weight (2343kg) blunts performance.

This kind of heavy-footed tomfoolery also feels pretty inappropriate, not because the chassis can’t cope – far from it – but because the petrol engine’s strains lack charm, shattering the XC90’s otherwise very endearing serenity. Volvo insists a more sonorous higher cylinder count would have been incompatible both with the firm’s product architecture and the wants of environmentally responsible consumers. Certainly the four-cylinder engine contributes much to the T8’s headline figures of 63-76g/km of CO2 and 83.1-100.9mpg on the combined cycle, though, after running one for six months, we can safely say the latter is an almost impossible figure.

The obscene three-figure MPG rating is synonymous with the plug-in hybrid car. We reckon if you charged religiously, and never drove more than 100 or so miles, the figure might be someway achievable. But the real hindrance to the XC90 is that when the battery is bereft of charge, you're realistically looking at a sub 30mpg car.

Volvo quotes an official electric range of 31 miles, but with day-to-day mixed driving expect more like 20.

Back to the drive modes. It's better to select the Hybrid and trade a little of Power’s throttle response and poke for improved economy and some far more agreeable peace and quiet. Either way the integration of electric and petrol power is almost seamless. At smaller throttle openings the petrol engine chiming in and out is almost undetectable, and the brake pedal is similarly well resolved, passing through the regenerative phase and into hydraulic braking with no discernible shift in resistance.

The usual PHEV functionality ensures a good degree of control: choose Pure mode to use only electric, select Braking on the gear selector for stronger regenerative braking on downhill runs, or even a lower gear for increased engine braking; use the instrument display or the dead-spot in the throttle pedal’s travel to stay on electric power, rather than accidentally triggering the petrol engine’s assistance.

High-rise limo or lively steer?

Air-suspended XC90s deliver an impressive drive, blending a cosseting ride with impressive body control. Appropriately there’s a little initial roll before the outer air struts take up the slack, lending the 5m-long seven-seater the wieldy feel of something much smaller and lighter.

Conventionally sprung XC90s manage a good impression of the same body control but lose a good deal of the ride quality, occasionally running out of answers on the kind of weather-beaten roads the UK does so well. So budget for the air suspension, which also drops the rear of the car by 50mm on demand for the easy loading of heavy furniture and arthritic dogs.

Back to that crystal gear selector

Curious timbers, machined aluminium and acres of beige leather don’t sound too promising but, almost irrespective of colour choice, the XC90’s is one of the finest interiors out there, certainly in anything like a comparable price bracket.

Fit and finish are exemplary, the design striking in a very pleasing, understated way and the overall sense of light, space and uncluttered calm the perfect ally to the T8’s potential for 31 miles of near-silent pure electric transportation. Additional NVH work has banished much of the background chatter of fans and compressors a combustion engine’s machinations normally mask, leaving an impressive and luxurious absence of noise.

Although the heating/cooling functions are controlled via the car's touchscreen. Which is annoying and fiddly on the move. Turning the heated seats on to their full power requires three stabs at the screen, for instance. And we can't help but the crystal gear selector is a bit...much.

Verdict

The XC90 is fundamentally a very fine SUV, and the hybrid powertrain has much to recommend it, not least the tax breaks afforded by its miserly CO2 output. While obviously 400bhp means it shifts like a V8.

However, for most people a diesel-engined XC90 delivers comparable if not superior economy, particularly if the battery’s never charged from the grid (50% of its existing PHEV owners don’t, according to Volvo) but the T8’s potential for both lunging bouts of acceleration and silent electric running is hugely attractive. Much like the car itself.

Since being launched, other manufacturers have caught up by offering plug-in hybrid SUVs. Audi, Range Rover, and BMW all have these in their arsenal - and all are newer too. Yet, the XC90 still delivers in being devastatingly fast and handsome, and nowhere near as audacious and flashy as them.

Source: carmagazine.co.uk

Published in Volvo

A range of subtle updates for the 2021 model year improve the Accord's tech quotient without altering its excellence.

The Honda Accord offers an unusually broad breadth of appeal. Among the family sedan's many trims and powertrains, there's truly something for everyone—and each version is mighty compelling in its own way. There are affordable models for those on a budget, Sport models with handsome curb appeal, the upscale Touring trim offering near-luxury interior appointments, and the Hybrid providing fuel efficiency without sacrificing refinement. Honda has revised the lineup for 2021, but there's little need for hand-wringing here. Besides the elimination of the six-speed manual transmission, there isn't anything in the refresh to diminish the Accord's overall excellence. And it improves in a few meaningful ways.

Nip and Tuck

If Honda's freshening of the Accord for 2021 seems especially light, that's because it is. Tweaks at the front include a slightly wider grille and updated lighting elements, which include all-LED arrays on EX trims and above. Inside, the previously optional 8.0-inch infotainment touchscreen is now standard, and Honda has added rear-seat USB ports, a wireless smartphone charging pad, and wireless connectivity for Apple CarPlay and Android Auto as options.

HIGHS: Smooth and efficient powertrain, upscale trims deliver a near-luxury look and feel, generous standard features.

Safety and driver-assistance features are improved for 2021 as well. Honda recalibrated the Accord's lane-keeping assist and adaptive cruise control systems to behave more naturally. After a brief drive on the highway in heavy traffic, we can confirm that the adaptive cruise control no longer exhibits the rubber-band behavior of the 2020 model, instead allowing the Accord to slow more gradually as it approaches traffic and quickly get back up to speed once the left-lane dawdlers move over.

Our $38,050 Touring Hybrid test vehicle came loaded with features, including a head-up display, heated and ventilated front seats, leather upholstery and attractive 19-inch wheels. It also featured a new low-speed automated emergency-braking system that will apply the brakes if the driver is about to bump into an object at speeds between 1 and 5 mph. The only option was the sparkly Platinum White Pearl paint job, which cost $395.

Under the Hood

The Accord's crisp handling, balanced ride, and quiet cruising demeanor all carry over unchanged. The suspension tuning strikes a nice balance, with the Accord delivering confident handling while managing to expertly edit out road imperfections.

LOWS: Styling updates are a little too subtle, clamorous engine sound under heavy throttle, EV mode only goes for about one mile.
Honda made some slight adjustments to the hybrid system's power delivery for 2021, with the intention of providing stronger acceleration in Sport mode. The alterations are predictably subtle. At our test track, the 2021 model pulled off a 7.1-second zero-to-60-mph time, which is similar to the last version we tested in 2018. What's more noticeable are the changes to the power delivery in the normal driving mode, which exhibits a calmer demeanor under acceleration.

The Honda's hybrid powertrain is unlike any other in the market. The 143-hp 2.0-liter inline-four can generate electricity or directly drive the wheels in low load situations (think highway). In most situations, the 181-hp electric motor provides the propulsion. When you crack the whip, both the engine and motor combine for 212 horsepower, but off the line the Accord feels like a torquey EV because that's what it is; the electric motor makes 232 lb-ft of torque at 0 rpm.

As in the pre-facelift models, the 2021 Accord Hybrid still exhibits some coarse grumbles from the engine under heavy throttle. Fortunately, fuel economy remains practically the same, with the 2021 model's EPA combined estimate remaining 48 mpg and the highway score moving up a tick from 47 to 48 mpg. But that's for the lower-spec models riding on 17-inch wheels. The Touring trim rides on 19s and carries a 43-mpg combined and a 41-mph highway rating.

These updates, as minimal as they are, provide meaningful enhancements to the Accord's appeal without deviating from its winning formula. The alterations to the hybrid powertrain may not result in measurable improvements at the test track, but they help deliver a subjectively better driving experience. And the fact that Honda resisted the urge to jack up the price means that the Accord Hybrid Touring remains an outstanding anomaly—a luxurious sedan that gets economy-car mileage, no sacrifices required.

Source: caranddriver.com

Published in Honda
Monday, 09 November 2020 11:25

New SEAT Leon e-Hybrid 2020 review

The new SEAT Leon e-Hybrid brings plug-in power to the hatchback's range for the first time

Verdict

With price on its side, the SEAT Leon instantly becomes one of our favourite plug-in hybrid family cars. The rock-bottom tax costs make it one of the more appealing PHEVs for company car drivers, while private buyers will revel in this car’s usable electric range. Its powertrain is perhaps not quite as slick as the one you find in the Mercedes A 250 e, but the SEAT remains decent to drive and easy to live with. Also available as an ST estate, this new Leon e-Hybrid could well be the consummate all-rounder.

While the new SEAT Leon was the last of the VW Group’s MQB mainstays to launch in the UK, it’s actually the first to be fitted with a plug-in hybrid powertrain.

Of course the Audi A3 40 TFSIe, Volkswagen Golf GTE and Skoda Octavia iV are all just around the corner, but it’s the SEAT we get to sample ahead of the rest. Fitted with a 1.4-litre TSI petrol engine and a 13.1kWh battery, the Leon produces a warm hatch-rivalling 201bhp and 350Nm of torque – plus a zero-emission range of up to 40 miles.

It’s available in all but the Leon’s entry-level SE and SE Dynamic trims – and with prices starting from a smidge under £31,000, it’s one of the most affordable plug-in hybrids on the market; the Kia Niro and Hyundai Ioniq undercut it, but only by a couple of hundred pounds.

The Leon e-Hybrid’s tax advantages are clear. Company car drivers not swayed by the FR Sport, First Edition or Xcellence Lux’s larger 18-inch wheels will bag themselves a car with that quoted 40-mile (WLTP) electric range – resulting in class-leading (six per cent) Benefit in Kind costs.

Still, at this end of the market the real-world cost implications are minor: a higher-rate tax payer looking at the FR and FR Sport models will pay BiK of £1,237 or £1,299 per year respectively. Whichever you go for, you’ll save a decent chunk over the equivalent 1.5 TSI 150PS petrol car, which in like-for-like FR spec will set you back more than £3k a year.

But of course, the usual caveats apply. You’ll need to plug in your Leon e-Hybrid regularly to benefit from this car’s true low running costs. Topping up the battery will take just under four hours via a 3kW home wallbox, or around six hours using a three-pin plug. The resulting range, in our experience, is closer to 30 miles than the published 40 in normal driving.

But that’s still more than you’ll get from either the Hyundai or Kia, and on par with the flashier Mercedes A 250 e – a model many company car drivers will be looking very closely at thanks to its premium interior and upmarket badge. Of course, the SEAT isn’t as posh or plush as its German rival, but you might be surprised at the list of toys – even on basic FR cars.

Our test model was fitted with absolutely no options, yet still came equipped with 17-inch wheels, LED lights, three-zone climate control, a fully-digital cockpit display and a 10-inch infotainment system with ‘Connected’ navigation.

Step up to FR Sport and you’ll add larger 18-inch wheels, plus heated front seats and a heated steering wheel. Xcellence brings dynamic indicators, four USB-C ports and a rear-view camera, while flagship Xcellence Lux gets leather, an electric tailgate and SEAT’s Safety and Driving Pack with adaptive cruise.

Visually, there’s very little to separate this e-Hybrid variant from the rest of the range. In fact, from the outside, the only tell-tale signs this is the plug-in model come courtesy of the charge flap on the front wing and small badge on the bootlid. Otherwise, it’s business as usual.

It’s the same story inside, which is to say it’s filled with crisp, digital screens, but otherwise a little dark and dull. Our FR car’s red stitching does little to lift the mood; the Leon offers a functional layout that perhaps lacks the flair of some rivals.

Our first drive of the latest Leon featured the mid-range 1.5-litre TSI petrol engine with 128bhp and a six-speed manual gearbox. Pleasingly, much of what we liked about that car has transferred to this PHEV model; good body control, responsive steering, and a punchy powertrain.

Performance is really very good. Use both power sources and the Leon e-Hybrid builds speed at a frankly alarming rate – 0-62mph takes just 7.5 seconds. The engine can drone under load and at higher revs, but settles at a cruise. In fact, on the motorway you’d be hard-pressed to know whether the petrol motor was firing at all.

The ride is still quite firm, but unlikely to be a dealbreaker. It’s stiff, but the up-side is a level of control missing in many family hatchbacks. The car feels safe and secure at higher speeds – and only really rough or undulating roads upset its composure.

What may be less pleasing to potential buyers is the integration of that battery and the associated electric motor. In e-Mode (the car’s default setting) the Leon is quiet and refined, but the A-Class is better at switching between petrol and electric when running in its hybrid setting. Furthermore, the Mercedes is keener to cut the engine and return to EV power when there’s sufficient charge left in the battery.

That said, the Leon is surprisingly efficient when its cells are depleted; over 120 miles of urban, motorway and rural roads we managed an indicated 48mpg – similar to what we’d expect from the conventional 1.5 TSI. It’d be possible to double that if you charged at home overnight and started with a full battery, of course.

But the Leon e-Hybrid’s Achilles heel is practicality. SEAT’s evergreen family car has always sat middle of the pack when it comes to boot space and cabin room, and the new model is no different. Space in the back of the hybrid is unchanged, and the three-zone climate control will be a welcome addition for rear-seat passengers.

Yet boot space takes a big hit. The standard car’s 380-litre boot is marginally bigger that you’ll find in a Ford Focus, and it matches the latest Volkswagen Golf – but this hybrid sacrifices a whopping 110 litres to make space for the clever battery tech.

While that may not be a big deal on its own, you also miss out on any kind of under-floor storage, meaning you’ll need to keep the (standard) Mode 3 cable and (optional) three-pin plug alongside your luggage. At least you get a bag to keep things tidy.

Regardless, it’s a minor moan when you consider SEAT offers the same PHEV package in the more versatile ST estate bodystyle – all for just £1,030 more.

Source: autoexpress.co.uk

Published in Seat
Wednesday, 28 October 2020 18:14

2021 Toyota Sienna Review: A Strange Brew

The verdict: The redesigned 2021 Sienna is Toyota’s gambit to avoid a cookie-cutter minivan at all costs. It’s refreshing in some ways, but other aspects will make you wish the automaker had stuck to a more conventional approach.

Versus the competition: As you might expect for any redesigned minivan, the new Sienna has more family-friendly features than you can shake a pogo stick at. Less characteristic of the class, it boasts a risk-taking interior and a hybrid-only powertrain — qualities that could turn away as many shoppers as they attract.

With styling inspired by Japan’s bullet trains, the Sienna courts minor controversy by way of a gaping lower grille, but Toyota’s been pushing a big grille since it refreshed the minivan late in the prior generation. On sale in November, the 2021 Sienna model comes in five trim levels: LE, XLE, XSE, Limited and Platinum, all with a four-cylinder hybrid powertrain and front- or all-wheel drive. We evaluated two preproduction AWD examples: an LE and XSE.

Hybrid Only
Toyota’s decision to offer the Sienna as a gas-electric hybrid comes as little surprise given the automaker announced plans in 2017 to offer electrified variants across its entire lineup by roughly 2025. More curious is the decision to offer the Sienna only as a hybrid, in this case with a 2.5-liter four-cylinder plus an electric drive motor. Total output is 245 horsepower, with another electric motor at the rear axle facilitating AWD if equipped. Toyota claims the same 3,500-pound towing capacity as before, plus EPA-estimated combined mileage of 36 mpg (FWD) or 35 mpg (AWD). The agency has yet to publish figures, but it’s safe to say the 2021 Sienna’s fuel efficiency will smoke that of the outgoing Sienna, which in its final years offered only a non-hybrid V-6.

What’s also clear: The new Sienna loses a step to the outgoing model, which made 296 hp, though the deficit isn’t as bad as it looks on paper. Step on the gas, and the hybrid drivetrain’s electric motors lend immediate oomph from a stop, but engine power then raises revs noisily and a little out of sync with your right foot. Power comes soon enough, but maximum acceleration is a bit slower than the old Sienna. The new drivetrain seems optimized for power transitions when you’re already in motion; go from some pedal to more pedal, and power comes with little delay.

Ride and Handling: Base Is Best
Ride quality depends largely on what you get. Equipped with 17-inch wheels with P235/65R17 tires, the Sienna LE absorbs bumps with clean, high-quality composure, though some roads can produce slight, lateral body movement. The XSE AWD pairs a sport-tuned suspension with 18-inch wheels and P235/60R18 tires, meanwhile, and the result is firm. Shock absorption feels altogether less sophisticated, with harsh impacts and more jittery body movement. Front-drive XSEs have 20-inch wheels with even lower-profile tires (P235/50R20s) that may be even more harsh.

Little payoff comes on the handling front, as the LE’s dynamics seem just as good as the XSE’s without the undue firmness. With the battery pack behind the front axle, under the front seats, the Sienna maintains steadfast balance hustling around sweeping corners. It steers with light effort and direct response, though feedback is numb enough to allow excessive wandering on center — especially in the LE, which lacks the XSE’s sport-tuned steering. The XSE’s sport suspension allows slightly less body roll, but the regular setup still corners reasonably flat for what this is. And the tires on both minivans (Bridgestone Turanzas on the XSE and Falken Ziex on the LE, both all-seasons) exhibit good lateral grip.

Unconventional Interior
Draped with hulking shelves and a wide bridge-style center console, this Sienna sports the most left-field interior for a Toyota minivan in the U.S. since the Previa. Gone is the old Sienna’s drop-down center console and floor-level space to throw a medium-size purse, a layout still offered in the rival Honda Odyssey and certain variants of Chrysler’s Voyager and Pacifica siblings. In its place is a massive flow-through console that bridges the dashboard and center armrest. Underneath it is a large storage area with … enough space to throw a medium-size purse. It’s a wide setup overall, but so is the driver’s berth; even for long-legged adults, the console shouldn’t clip your knees. If it does, Toyota pads the outboard section to minimize discomfort.

Cabin quality in our preproduction test cars was all over the map, with harsh, cheap-looking finishes over much of the dashboard and insufficient padding in areas like the upper doors. The LE has a decent grade of cloth upholstery, but the XLE and XSE have SofTex vinyl, which (at least in our XSE example) imparts a rubbery industrial feel; Limited and Platinum models get leather. Toyota routed hardware for the mechanical gear selector down the front side of the console bin — a nice bit of packaging enabling the bridge-style console that usually requires the electronic selectors we universally dislike — but the selector’s rickety operation feels like it’s falling apart. Some of that might improve by production time, but this isn’t the first Toyota we’ve driven to have a shaky gear selector.

Among the console compartments, dashboard shelves and umpteen door pockets, the Sienna still has plentiful storage space. It also boasts decent forward visibility thanks to door-mounted mirrors and thin A-pillars. Rear visibility is less ideal, with bulky second-row head restraints blocking over-the-shoulder sightlines and a backup camera in dire need of better resolution. Higher trim levels offer a camera-based rearview mirror and 360-degree camera system, which we did not evaluate.

A 4.2-inch gauge display and 9-inch touchscreen, the latter with Apple CarPlay and Android Auto, are standard. Although wireless smartphone charging is optional, both smartphone integrations still require physical cords, not the wireless connectivity gaining traction industrywide. Spaced across all three rows are seven standard USB ports, including three of the newer USB-C variety. Options include a 7-inch gauge display, two household-style AC outlets, an 11.6-inch rear entertainment system and head-up display.

Winsome Seating …
LE and XLE models seat eight courtesy of a three-position bench with a removable middle seat in the second row. Optional on the XLE and standard on higher trims are second-row captain’s chairs, which reduce capacity to seven. In any case, space is plentiful all around, though accessing the third row from either side remains a cumbersome, multistep process. Fortunately, the second-row seats have exceptional sliding range — about a foot (in a seated position, farther for access) in base models or roughly double that with an optional extended-slide feature — to find a position that lends adult-friendly legroom in both rows.

Typical of a minivan, the Sienna’s third row folds backward into a floor cavity. Stow it there, and the available extended-slide captain’s chairs go nearly as far back as the third row once sat, with enough legroom ahead to host a soccer match. Like the outgoing Sienna, the 2021 model offers pop-up leg rests for passengers to lounge while the van is stopped, but these seats slide 10 inches farther than before, Toyota officials told us.

… Lose Some Cargo
Alas, the versatile seating arrangement comes at significant expense to cargo space. Regardless of configuration, the second-row seats neither fold down nor come out, provisions the Odyssey and Pacifica offer. Toyota says that’s because of new airbags mounted in the second-row seats. Curtain airbags are also standard, and the second row in plenty of cars — including the outgoing Sienna — fared well in side impact crash tests with curtains alone. For the 2021 Sienna, Toyota says the extended-slide seats necessitated the extra pair of airbags.

“Adding airbags to the seats allowed us to include the super-long slide,” said Nicky Hamila, a spokesperson for the automaker. “That would only be possible with airbags in the seats that travel with the seat and [protect] the occupant in every position.”

Still, the explanation doesn’t justify why chairs without the extended-slide feature still have the extra airbags and no removability. In any case, maximizing cargo room requires locking the second-row chairs into a collapsed forward position, similar to a provision in the old Sienna. But for maximum room, the old chairs were fully removable. These are not, and the seatbacks lean forward but don’t fold horizontal to maximize usable cargo depth. Toyota says the new Sienna can still fit 4-by-8-foot sheets of plywood at an angle from floor to seatback, but the setup nonetheless reduces roughly 8 feet of potential cargo depth at floor level down to about 6 feet with the seats collapsed forward, by our measuring tape. In other words, if you need to transport bulky furniture, the non-removable seats reduce maximum cargo room by about a quarter.

Behind the second row, cargo specs are relatively more competitive. With the XSE’s third row folded into the floor and its extended-slide second row at the midpoint of its sliding range — a realistic comparison with other three-row vehicles, which universally have much less sliding range — we measured 44.6 cubic feet of cargo room behind it. (We also measured the space with the chairs positioned all the way back, and the volume behind them was 32.6 cubic feet.) The first figure is competitive: We logged 41.6 cubic feet behind the second row in a 2021 Honda Odyssey, for example. It also underlines the sheer packaging efficiency of minivans at large. We measured 41.8 cubic feet behind the second row of a 2021 Chevrolet Suburban, a full-size SUV that’s nearly 2 feet longer.

Behind the third row, we measured 21.7 cubic feet of volume in the Sienna. That’s competitive with our measurements for the Odyssey (21.1 cubic feet) and, for that matter, the Suburban (23.0 cubic feet). Of note, our Sienna XLE lacked an optional spare tire; getting one would eliminate a wall cubby in back, subtracting about 1 cubic foot from our measurement.

Safety
Third-party crash tests have yet to be published for the 2021 Sienna as of this writing. Besides the aforementioned airbags — which make for 10 in total — the Sienna has an impressive roster of crash-avoidance technology, including full-spectrum automatic emergency braking with pedestrian detection, lane departure alert with steering assist and a blind spot warning system. On the driver-assist front, hands-on lane-centering steering and adaptive cruise control work all the way down to a stop; both are also standard. For parents with smaller children, a rear-seat reminder employs door sequencing logic, while the second and third rows have two or three sets of Latch anchors apiece, depending on trim.

Features and Pricing
The Sienna’s base price jumps some $3,000, but that’s because the outgoing model offered a budget-priced L grade that’s now discontinued. The LE starts just north of $35,500 with destination — a little steep for the class — but comes well equipped. Standard features include dual power sliding doors, tri-zone automatic climate control, one-touch power windows all around, a power driver’s seat, cloth upholstery, second-row sunshades and the full-fledged multimedia system.

At the other end, a loaded Sienna Platinum AWD tops out in the mid-$50,000s. That’s a few thousand more than the outgoing Sienna, though it’s a competitive — if eye-watering — price for an AWD minivan. Additional features en route to that price include vinyl or leather upholstery, a hands-free power liftgate, the rear entertainment system, JBL premium audio, heated and ventilated seats with dual power adjustments (though no height adjustment for the passenger), and heated second-row seats. Options uncommon to the class include quad-zone climate control and a power-adjustable steering column. On the flip side, there are no immediate plans to offer a panoramic moonroof or camera system to monitor passengers, two features offered by some rivals.

Toyota also plans to offer an onboard vacuum cleaner and refrigerator at some point. Officials said both features won’t be available at launch but are coming later on; however, they declined to provide a timeframe beyond that.

Should You Buy One?
Minivans have long thrown a smorgasbord of features at family shoppers, and the 2021 Sienna serves up as much as the rest of them. But its qualities feel a little more niche than before. If anything, the fourth-gen Sienna seems ready for a contingent of fastidious fans, even if other audiences shrug it off as something not mainstream enough. Minivan shoppers should add it to the list, at minimum because that list is so short. Whether you buy one will depend on whether you find Toyota’s new direction welcome or just plain odd.

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Source: cars.com

Published in Toyota
Tagged under

While it still won't raise your blood pressure, the new Camry has a fresh face, an updated infotainment system, and a lower price.

Unlike the rest of the Toyota Camry lineup, which purports to be infused with sportiness, the 2021 Toyota Camry XLE hybrid is a sedan after more traditional Camry traits such as a supple ride, impressive fuel economy, and a handsome interior. The updates to the hybrid are focused on areas that either needed attention or, in the case of last year's front-end design, less attention.

That new front fascia swaps out the old snowplow-like lower grille with a less-in-your-face design. The look is sleeker and more mature and attractive than before. Inside, the Camry swaps out hard plastic for the soft-touch kind on the door panels. There's a choice of two new more touch-responsive screens. Measuring 7.0 or 9.0 inches, each offers volume and tuning knobs flanking either side of the screen, like an old radio. Upgrading to the larger touchscreen with navigation, Apple Car Play, Android Auto, and the nine-speaker JBL audio system is definitely recommended, even with the $1,760 price. Despite switching to a new layout, a larger screen, and a better organized menu structure, much of the old infotainment system lingers behind with outdated graphics and clunky software that isn't as intuitive and easy to use as competitors. The Camry faithful may notice that the XLE has a slick new herringbone pattern on the leather seats.

Powering the most fuel-frugal Camry is the same Atkinson-cycle 2.5-liter inline-four and electric motor combination as before. The two power systems put out a combined 208 horsepower to the front wheels. While acceleration around town is adequate, it's not the same story at higher speeds. When pressed into duty in a passing maneuver or sustained acceleration, the powertrain emits an unpleasantly gritty engine note during passing maneuvers. Toyota's 2.5-liter four is a bit loud, a trait made more apparent by the continuously variable automatic transmission's propensity to keep the engine at one rpm.

The powertrain does transition smoothly from electric to gas and electric, and the ride is soft and quiet. EPA ratings remain where they were last year: 46 mpg combined, 44 mpg city, and 47 mpg highway. Buyers who might have skipped the hybrid last year because of its lack of sportiness might be interested in the first-ever Camry XSE hybrid, which promises to combine the sporting looks of the XSE with the fuel economy of the hybrid.

Our fully loaded Camry hybrid XLE exists at the top of the Camry food chain with a price of $33,165. Surprisingly, that price is $560 less than it was for 2020. Compare base prices, and the hybrid Camry is a big $3000 or so less than the Honda Accord hybrid and the Hyundai Sonata hybrid. Even with every available option, the Camry is only about $1,500 more than the base Accord and Sonata hybrids. The Camry hybrid is apparently about more than saving gas, it's about saving money and saving face.

Source: caranddriver.com

Published in Toyota
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