Peugeot is a brand in transition. It aspires to be premium, with the main selling point being design. Indeed, there’s no denying the fact that the French brand has some of the best styling in the segment. But the keyword here is ‘aspire’, meaning the marque isn’t quite a full fledge luxury brand yet. Despite that its pricing strategy puts it well and truly in the premium territory.

Take the 2024 Peugeot 3008 for example, where the 4-tier line-up kicks off at just over $50k for the range-opening 3008 Allure trim. The top-spec GT Sport variant tested here costs $63,390 and the plug-in hybrid version is a big $20k jump to $82,915. All prices exclude on-road costs.

Those prices pit the 3008 against rivals from luxury brands like Audi and Lexus. The slightly larger Audi Q3 35 TFSI is priced at $54,600, while the more powerful Q3 40 TFSI S Line comes in at $68,400. The latter is all-wheel drive while the 3008 drives the front wheels only.

The even larger Lexus NX 250 is also within reach of 3008 money, priced at $62,275, with the NX 350h 2WD hybrid model not a far stretch at $69,050. 

The BMW X1 is in the price bracket as well, with the X1 sDrive18i costing $60,400 and the X1 xDrive20i AWD priced at $70,400.

All key rivals in the mainstream space, including models like the Toyota RAV4 and Kia Sportage, are more affordable. Even the Volkswagen Tiguan R-Line which packs a potent 2.0L turbo engine and all-wheel drive is less expensive at $60,590.

But to truly understand the Peugeot 3008, one just has to take a look at it. The lion-badged medium SUV is beautifully styled with intrinsic details like the ‘claw’ LED daytime running lights and unique grille design that blends into the headlamps. They’re matched in the rear with modern taillights embedded in a back garnish.

There’re creases and lines at all the right places and a black roof that gives the SUV a sophisticated look. The proportion is spot on as well.

On the inside things are even more impressive. Premium vibe radiates from every corner of the cabin, with contemporarily styling the focus and high quality materials featured throughout. Everything from the compact steering wheel and gear shifter to the air vents and piano buttons on the centre console have been tastefully designed. Some look and feel even more delicate than those we see in luxury cars. There’re mood lighting strips in the door cards too, which set the tone at night.

Being French, there’re of course quirky elements such as the instrumentation binnacle which sits high up in the dashboard and is meant to be viewed from above the steering wheel, not through it. It’s called the Peugeot i-Cockpit which can take a bit of getting used to but we don’t find an issue with it.

No doubt, the 3008’s design inside and out is a knockout. But is that enough to justify that hefty price tag? We have to dive deeper.

From the surface it looks like the 3008 has got all the tech covered, at least in the GT Sport trim. There’s a crisp and relatively intuitive 10.0-inch centre touchscreen infotainment system featuring built-in navigation and supporting Android Auto and Apple CarPlay connectivity. However, the latter is still wired only when most of the competition have now gone wireless.

Complimenting the reversing camera is the surround view which gives a handy ‘bird’s eye’ view of the car from above, but this feature has never worked properly during our test period as there’re always greyed out sections of the car’s surroundings.

If you’re looking for a wireless phone charger, unfortunately this is nowhere to be found in the 3008. At this price point that’s a big missed opportunity, given most key rivals now have this feature as standard.

The GT Sport grades, however, do come with a pretty punchy 690 watt Focal premium sound system with 10 speakers including a subwoofer.

In terms of comfort, the 3008 fairs much better. The Nappa leather upholstered seats not only look great but also feel supple and supportive. From GT grade and up, the driver seat also features a massaging function with the option of five different massaging styles of varying intensity. Now that’s one very luxurious inclusion that you won’t even find in many luxury cars.

Rear seat space is decent for its class with good head and legroom, though the rear bench’s lack of width means three adults can get overly intimate in the back. The fitment of rear air vents will at least keep them comfortably cooled or heated.

It doesn’t disappoint when it comes to storage and convenience, either. The door pockets are usefully thick and deep, they’re also nicely padded for an added touch of luxury. A pair of decent size cupholders are fitted both in the front and back. Elsewhere, the centre console storage compartment is so massive it can swallow a 2L bottle, but the glove box is painfully tiny.

With 591 litres of cargo space (1670 litres with the seats folded, 1608 litres for 3008 PHEV), the 3008’s boot is surprisingly voluminous given the compact exterior dimensions of the SUV.

The 3008 GT Sport we drove is powered by a 1.6-litre turbocharged four-cylinder petrol engine that develops 133kW and 250Nm, the latter arriving at just 1650rpm. It drives the front wheels via an 8-speed automatic transmission. On paper the engine is less powerful than rivalling turbo petrol engines such as that in the Mazda CX-5 or Honda CR-V. However, the front-drive only Peugeot weighs considerably less than its all-wheel drive rivals and so the powertrain still feels relatively relaxed and effortless in most proceedings.

The engine is smooth and quiet for the most part and the torque converter automatic is just as fluid. Left to its own devices, the auto also works discretely in the background without once bringing attention to itself. Despite power going to the front wheels only, traction off the line is pretty good, too, a testament to its effective power management and delivery algorithm.

We also spent some time behind the wheel of the 3008 GT Sport PHEV which is fitted with the same 1.6-litre turbo petrol mill albeit tweaked to produce 147kW and 300Nm, paired with dual electric motors, one at the front and another at the rear, for a total output of 222kW and 520Nm.

Those are some strong figures, which when combined with an 8-speed auto and all-wheel drive, manage to dish out a 0-100km/h sprint time of 5.6 seconds. That’s hot hatch level of acceleration performance and from behind the wheel it does feel very eager and sprightly.

The combination of light weight (1429kg), a well tuned suspension and quick steering endows the 3008 with a very car-like handling, at least in the petrol GT Sport. Where other heftier, bulkier SUVs feel clumsy at the turn of the wheel, the Peugeot stays diligently faithful to driver inputs. Its relatively flat posture around corners further instil confidence.

The 3008 PHEV weighs a lot more at 1840kg due to its drive battery and electric motors, which blunts handling and dynamics slightly despite it being quicker in a straight line. 

Ultimately though, a family car like the 3008 needs to be comfortable around town and on that front the Peugeot delivers. The ride is mostly compliant and smooth, with only the nastiest potholes or undulation able to unsettle the car. And when that happens, it’s also less severe and intruding than we’ve experienced in some other rivals.

Road and wind noise is generally well suppressed, which only allows that wonderful cabin to be better enjoyed. The feel good factor is certainly when cruising in the 3008.

Fuel economy on the combined average is rated at 5.6L/100km for the 3008 petrol, but that’s a little optimistic. Expect the figure to hover around 7.5L/100km in the real world, like how we managed after around 400km of mixed driving. It’s still a reasonable figure for a medium size family SUV, just be mindful that it chews on the more expensive RON95 premium unleaded fuel.

The 3008 PHEV is good for 60 km of electric-only driving range, but again that’s a lot more than the 45-50km that you’ll get realistically. For the average owner, this means the 3008 PHEV will require charging more often than they’d like. And it doesn’t help when it has a miserable 3.7kWh charging capacity. Topping up the battery will take close to 4 hours. It also won’t benefit from the many high capacity public charge points, leaving the only practical way to charge the car is at home overnight.

If you do tap into engine power often (hybrid driving) you’ll be looking at a combined average fuel consumption of around 2.5L/100km, that’s against the claimed 1.6L/100km figure.

On the safety front the top-spec GT Sport variants are comprehensively equipped with features like Autonomous Emergency Braking with pedestrian and cyclist detection, Blind Spot Monitoring, Lane Keep Assist and Hill Descent Control. Other driving aids include Driver Attention Monitoring, Traffic Sign Recognition, Auto High-beam, Tyre Pressure Sensor and Adaptive Cruise Control with Stop and Go function.

Verdict

2024 Peugeot 3008 GT Sport pricing and specifications

The post 2024 Peugeot 3008 Review: GT Sport Petrol & PHEV appeared first on ForceGT.com.

Mazda has been without a performance halo since the RX-8 ended production in 2012. After more than a decade of hiatus, it seems the Japanese manufacturer is toying with the idea of a new RX-badged sports car.

Now, of course the automative landscape has changed dramatically since the last RX-8 rolled off the production line. The push for electrified and low emission vehicles means if Mazda was to bring out a new halo sports car today, it would have to have some sort of electrification, if not full electrification, to keep emissions in check.

We all know what the RX stands for and if the new model does not have a rotary Wankel engine then it can’t be considered an RX sports car. Well, according to sources the next generation RX-9 will still feature a dual-rotor Wankel engine, but unlike its predecessors the rotary engine will not drive the wheels directly. Instead it will be used as a range extender in a plug-in hybrid electric vehicle (PHEV) setup.

The details are scarce but Mazda claims the RX-9 is targeting a 370hp (275kW) power figure with double the torque output at 550Nm. This may not seem like a lot for a sports car in today’s standard, however the company is set to keep the weight down. If the earlier RX-7 model is of any indication, we can expect the RX-9 to tip the scape at around 1.4 tonne. With such light weight to pull that power output should be enough to bring sizzling performance.

To proof how serious it is about the new RX-9, Mazda has even dropped some fancy renderings of the concept which will morph into the RX-9. It’s called the Iconic SP concept and it comes with all the hallmarks of an RX sports car – sculpted panels, long bonnet, pop-up headlights (that will be a challenge passing pedestrian safety regulations), wide haunches and curved rear windscreen.

But we’re more interested in the yellow RX-9 rendering by Rotor & Shaft, as the design has a better proportion and is more likely to make it to production.

The post Is this the new Mazda RX-9? appeared first on ForceGT.com.

It’s not easy being an Alfa Romeo Tonale. You see, the mere mention of Alfa Romeo will invoke images of the stunning 8C Competizione, and in more recent times, the BMW M3 rivalling twin turbo V6 Guilia Quadrifoglios.

The Tonale on the other hand is a small luxury SUV, albeit beautifully styled with Alfa Romeo DNA, that competes with the likes of the Audi Q3, Lexus UX, Volvo XC40, BMW X1.

It has the unenviable task of convincing die-hard Alfa fans that it’s worthy of the famed Italian badge while appealing to a new breed of buyers looking for something a little…. less common.

This isn’t the first time Alfa’s dipped its toes into the SUV pond though, with the slow-selling, medium sized Stelvio being the brand’s first effort.

Can the Tonale bring in the fresh blood that Alfa Romeo so desperate need? Let’s find out.

How much is the Alfa Romeo Tonale?

Alfa’s local arm has kept things simple, with the Tonale offered in just three variants; a pair of mild hybrids with a 0.8kWh battery pack tested here, along with a plug-in hybrid with a much larger 15.5kWh battery.

The range kicks off with the Alfa Romeo Tonale Ti which starts from $50,900 before moving up to the Tonale Veloce priced from $58,900. The line-up is topped by the Tonale Veloce plug-in hybrid priced from $78,500. All stickers are before on-road costs.

There are only a couple of option packs available:

• Lusso Pack – $5,500
  • Heated front seats
  • Heated steering wheel
  • Heated washer nozzle
  • PTC heater
  • Perforated leather seat trim
  • 8-way electric driver and passenger seats with memory
  • Ventilated front seats
  • 14-speaker Harmon Kardon audio system
• Technology Pack – $3,500
  • Side parking sensors
  • 360 degree camera with dynamic lines
  • Intelligent adaptive cruise control
  • Lane keep assist
  • Traffic jam assist
  • Active blind spot assist with rear cross traffic alert
  • Auto-dimming wing mirrors
  • Magic park

The price difference between the Ti and sportier (according to Alfa Romeo) Veloce is somewhat reduced as the Technology Pack is effectively standard on the latter. Still, you can still spend big on options like premium or special paint, sunroof, the Lusso Pack, and 20-inch grey finished alloy wheels.

The Tonale can be ordered in six colours – Alfa White, Alfa Red, Alfa Black, Vesuvio Grey Metallic, Misano Blue Metallic and Montreal Green. All are a $1,990 option except for Alfa White which is standard.

What do you get in the Alfa Romeo Tonale?

Standard equipment highlight includes:

• 18-inch Diamond cut alloy wheels
• Automatic full LED Matrix Headlights with adaptive driving beam and dynamic turn indicator
• Carbon cloth and leatherette seats
• Aluminium pedals
• Adaptive cruise control
• 25-inch touchscreen infotainment and Tom Tom navigation system
• 3-inch TFT instrument cluster
• Wireless Apple CarPlay and Android Auto
• Alfa Connect Services
• Wireless charging pad

Veloce adds:

• 19-inch diamond cut alloy wheels
• Dark Miron body kit with matte inserts
• Red Brembo brake calipers
• Perforated black leather and Alcantara seats
• Red accent stitching on doors and centre console trims
• Privacy glass
• Active dual stage valve suspension
• Technology Pack

Veloce plug-in hybrid adds:

• Sunroof
• Chrome finished dual exhaust tips
• Elettro-Biscione logo on rear left window
• Type 2 smart charging port
• Mode 2 charging cable
• Lusso Pack

On the inside

It’s easy to get comfortable in the Tonale, with plenty of seat and steering wheel adjustment. The seat padding is firm and supportive with good lumbar support and you are embraced with a generous amount of side bolstering.

The driving position is, as expected, higher than a regular hatchback but the tall dashboard gives you the illusion you are sitting lower.

It’s a shame the interior is best admired from afar. While the dashboard looks smart from a distance, get closer and it’s evident that material quality can’t match the Tonale’s premium rivals like the Audi Q3 or Lexus UX. The buttons especially lack the quality feel expected from a premium brand.

The Honda ZR-V I drove the week before felt much more premium from the driver’s seat with excellent soft-touch plastics, sturdy dials, and buttons that click with Audi-like precision. Nevertheless, it’s overall easy-to-use with physical controls for the air-con.

There is some minor built- quality issue, too. The sun visor arm in our tester came off when I tried to swing it to the side.

The 10.25-inch touchscreen infotainment system is responsive and comes with a pleasingly simple menu structure along with a bunch of short cut buttons. However, they are relatively tiny and live down on the left side of the screen, requiring the driver to lean over and aim carefully to execute.

Behind the three-spoke steering wheel is a 12.3-inch digital instrument cluster with agreeably sharp graphics although with fewer layout options and configurability than the best in class, such as Audi’s Virtual Cockpit.

How much space does the Alfa Romeo Tonale have?

Front occupants would have no complaints with good head and legroom, while rear headroom could be tight for lofty passengers especially if the panoramic roof is optioned.

Legroom at the back is also not as generous as the Volvo XC40 although there is some space under the front seats to tuck your feet in.

Boot space is above average for the Tonale hybrid with 500L on offer. Its height-adjustable boot floor also enhances flexibility, while there’s a useful ski hatch through the fold-down rear centre armrest for longer items.

The boot floor is also almost at level with the load lip at its highest position to ease loading while affording extra storage underneath.

The plug-in hybrid gives up a big chunk of its boot capacity (385L) to the batteries that live below it. It also looses the useful height-adjustable boot floor although there’s at least a space underneath for storing the charging cables

What’s underneath the bonnet?

The Tonale mild-hybrid gets a 1.5-litre variable-geometry turbocharged four-cylinder petrol engine making 118kW at 5,750rpm and 240Nm at 1,500rpm. Drive is sent exclusively to the front wheels via a seven-speed dual-clutch auto.

In a departure from some other mild hybrids, the Tonale’s system can drive the front wheels up to 40km/h, as long as there’s enough charge in the batteries.

Fuel use is a claimed 5.6L/100km although on test, it’s a disappointing 8.6L/100km of 80 per cent city driving.

Our time in the Tonale did not include the plug-in hybrid but Alfa claims it will return a combined fuel consumption of just 1.5L/100km.

How does the Alfa Romeo Tonale mild-hybrid drive?

The hybrid drivetrain isn’t the smoothest when transitioning from electric to engine. You are always aware during the handover from electric propulsion to the engine, unlike the silky-smooth Japanese hybrids such as the Lexus UX200h and Honda ZR-V.

That isn’t helped by the seven-speed dual-clutch auto which feels laggy and snatchy at low speeds. Thankfully, it does get better with the DNA dial pointed at Dynamic where the drivetrain shrugs off its lethargy and becomes more alert and responsive.

Alfa Romeo has also tried to imbue some dynamism into the Tonale but hasn’t quite succeeded, either. Its steering is quick but not very precise. As a result, you find yourself constantly making small adjustments to stay within the lines.

Its turning circle is also massive for a small car, making U-turn a challenge on narrow city streets.

There’s some body roll around corners while the engine isn’t overly inspiring, all of which doesn’t exactly encourage enthusiastic driving.

On the bright side, ride comfort is commendable around town even on the Veloce’s 19-inch boots. The Ti with its smaller 18-inch wheels and chunkier rubbers is quite impressive at soaking up low-speed shocks from potholes, while the cabin is relatively well insulated from wind and road noise.

One of the Tonale’s other strong point is its brakes which is firm and progressive.

How safe is the Alfa Romeo Tonale?

The Tonale carries a five-star ANCAP rating and comes with a comprehensive list of safety features.

Safety equipment highlight:

• Autonomous emergency braking
• Traffic sign recognition
• Rear seat reminder alert
• Lane departure warning
• Lane keep assist
• Forward collision warning
• Adaptive cruise control with stop/go
• Front and rear parking sensors

Veloce adds:

• Side parking sensors
• 360 degree camera with dynamic lines
• Intelligent adaptive cruise control
• Traffic jam assist
• Active blind spot assist
• Rear cross traffic alert

Its worth noting however that during our time with the Tonale, the AEB got ‘blinded’ on a few occasion in the evening when driving into direct sun.

Ownership

Like Alfa Romeo’s wider range, the Tonale is cover by a five-year, unlimited kilometre warranty.

It also benefits from capped-price servicing, costing $1,735 for the first three years, or $3,675 for five years.

Verdict

The post 2024 Alfa Romeo Tonale mild-hybrid review appeared first on ForceGT.com.

Luxury electric vehicles are projected to be one of the biggest sellers in the passenger car market in the coming years. A segment spearheaded by Tesla over a decade ago, today every major premium car manufacturer has a dedicated line of EV offerings – BMW with its i models, Mercedes-Benz with its EQ range and Audi with its e-tron line-up.

While the big three are well and truly onboard the EV bandwagon, challenger brands like Lexus and Genesis have only just started. Lexus, the luxury offshoot of Japanese automotive giant Toyota, is banking on the new fully electric RZ 450e medium SUV for success against the Germans, following lacklustre response to its UX 300e compact SUV, the premium marque’s first EV launched back in 2022.

Genesis, the luxury spin-off of Korean car maker Hyundai, already has a dedicated EV model, the GV60 compact SUV, as well as an electrified version of the G80 sedan. There’s now another zero-emission variant in the form of the Electrified GV70 which is based on the regular engine-powered GV70 medium SUV.

If Tesla’s have become too common and the German offerings don’t float your boat, the Lexus RZ 450e and Genesis Electrified GV70 are both compelling alternatives, which is why we have gathered them here for a comparison review.

How much do they cost?

Both Lexus and Genesis are not restrained when it comes to pricing strategy. The RZ 450e and Electrified GV70 come with hefty price tags, which makes their segment positioning a little blurry.

The RZ 450e is available in two variants, the base spec Luxury which is priced at $123,000 and the upper spec Sports Luxury costing $135,000. The latter can be had in a two-tone finish for an extra $4,200.

Meanwhile, the Genesis Electrified GV70 is offered in a single spec only with a sticker of $127,800. All prices exclude on-road cost.

The pricing positions both the RZ 450e and Electrified GV70 just below rivals like the Polestar 3 and BMW iX, but significantly above models like the BMW iX3, Mercedes-Benz EQB and Tesla Model Y.

They might as well because in terms of dimensions they slot in the same way amongst those competitors. Between the RZ and GV70 though, the former is longer while the latter is wider.

Is there anything interesting about the design?

The RZ 450e is by far Lexus’ boldest looking model, apart from the super sexy LC coupe and the iconic LFA supercar. There’s a lot to take in, from the black accented front bumper and swept back lines to the floating roof and rear light bar. But somehow they all come along harmoniously, producing a design that is very unique, futuristic and sophisticated.

The Sports Luxury model tested here boasts striking multi-spoke 20-inch wheels tucked within black painted wheel arch mouldings.

The Electrified GV70 is much more conventionally styled as compared to the RZ 450e. Granted, it’s based on the regular GV70 which in itself is a pretty sweet looking luxury SUV. Unlike the engine-powered models, the grille is sealed with the charging port neatly concealed within. In the rear, the absence of tailpipes is the only giveaway of its electrified propulsion.

Our test vehicle rolls on standard 20-inch wheels and is draped in the optional $2,000 matte green paint which looks amazing.

How is the interior like?

Echoing the exterior, the RZ 450e’s interior radiates a very modern and contemporary feel. It’s unlike the usual warm, rich and luxurious cabins we have been used to seeing in Lexus models. In fact, the RZ’s cabin looks so cool it’s not very Lexus-esque at all.

That’s because the RZ cabin focuses on sustainable construction, with heavy usage of environmentally-friendly materials including a vegan upholstery called Ultrasuede (on Sports Luxury model), a sustainable suede material made partly from biomaterials and recycled PolyEthylene Terephthalate (PET).

If you’re skeptical about this type of upholstery, afraid not because it feels supremely comfortable. Applied on the seats and doors, it looks very high end, too. Our tester is trimmed in the two-tone interior colour scheme called Storm (exclusive to Sports Luxury) which pairs light bluish grey suede seat upholstery with white synthetic leather door and centre console trim. The dashboard is a matching grey colour. The combined effect is an open and airy cabin feel.

Speaking of which, the RZ features some next level tech in its panoramic glass roof to control cabin lighting and temperature. At the push of a button the clear roof turns opaque to block out some light, eliminating the need for sunshade. It’s one of the coolest things we’ve seen in a vehicle.

The cockpit of the RZ consists of a massive 14.0-inch touchscreen display infotainment system. The interface is a big step up from previous Lexus systems in terms of screen resolution and intuitiveness. It supports wireless Apple CarPlay and wired Android Auto.

Not as impressive is the digital instrumentation cluster which is so small that it only takes up half the cluster space. The graphics aren’t that crisp either.

Taking on a very different approach, the interior of the Electrified GV70 is sheer opulence and indulgence. It feels much more expensive and sophisticated than the Lexus, with higher grade materials and more delicate switchgear throughout. The cabin mood lighting, changeable in colours, truly lifts cabin ambience at night.

The seats, upholstered in fine Nappa leather with white contrast stitching, look more premium than those in the RZ, though they’re not as cocooning.

Matching the RZ in screen size is the 14.5-inch touchscreen wide display infotainment system which can be operated by touch or a remote control in the centre console. While the screen itself is superbly sharp and very responsive to the touch, the remote controller can do with some improvement. Because the control combines a rotary dial, arrow buttons and a round touchpad all into one, it is confusing to use. It needs to be simplified. You can use touch but the screen is quite a stretch. Wired connectivity for both Apple CarPlay and Android Auto is supported.

Ahead of the driver is a 12.3-inch 3D instrument cluster that gives a sense of depth to the virtual gauges. While it doesn’t offer much customisability, it’s still leaps and bounds ahead of the RZ’s cluster.

How much space is there inside?

Packaging is slightly better in the Lexus than in the Genesis. In the former, the seats and door cards are less chunky, resulting in more interior space. The floor is also flatter in the back of the RZ, giving more leg space to the middle rear passenger. Both cars can accommodate five people quite comfortably but those seated in the Lexus will have just a little more room to move about. But when there’re three adults seated across the rear bench, they’ll have more shoulder room in the Genesis thanks to its slightly wider cabin.

Built from the ground up as an EV, the RZ’s interior is not shared with other non-EV Lexus models and so there’s more freedom to carve out more storage space, taking advantage of the drive shelf-less nature of EVs. The open lower storage pan in the centre console is an extra storage space in the RZ 450e that the Electrified GV70 lacks due the latter having to share its cabin with fuelled versions of the car. However, the RZ doesn’t have a glovebox which can be a little inconvenient.

Boot space is larger in the RZ at 522 litres compared to the GV70’s 503 litres. It’s another story when the rear seats are folded, with the Genesis packing 1678 litres against the Lexus’ 1451 litres.

How do they drive?

Both EVs are motivated by dual electric motors, with the RZ 450e packing a combined output of 230kW/435Nm, up against the Electrified GV70’s much more potent 360kW/700Nm. There’s certainly quite a big difference in power output but not in the way they drive.

Lexus prides itself on making some of the most refined and quietest cars in the market. You can only expect its first from-the-ground-up EV to be even more serene and hushed. And that’s exactly how the RZ 450e drives. It is literally whisper quiet in all proceedings, be it accelerating, cruising or braking. Unlike other EVs or hybrids, there’s a distinct absence of whine from the electric motor, with the silence pierced only by wind and tyre noise, but even that is very much suppressed.

With a highly insulated cabin, the Electrified GV70 is very much muted as well but it’s no match for the Lexus, for there’s still a very slight whine from the electric motor – if you pay enough attention.

With a belly full of batteries, both SUVs are heavy vehicles weighing over two tonnes. And so neither cars are particularly sharp to drive, with weight a constant companion around tight corners. They aren’t clumsy per se, as they still thread through corners nicely. They just don’t like to be rushed.

That said, the RZ 450e’s lighter and more responsive steering tune does give a sportier and nimbler driving feel. Overall control is also better in the Lexus, thanks in part to the amazing grip and response from its ‘Direct4’ all-wheel drive system where driving and braking force is distributed individually to each wheel.

Where the electrified GV70 triumphs over the RZ is in acceleration. Nudging 100km/h from standstill in 4.2 seconds, the Electrified GV70 sprint time is over a full second quicker than the RZ’s 5.3 seconds. Maxed out, the Genesis tops 235km/h which also trashes the Lexus’ 160km/h.

Both cars deliver high levels of ride comfort but the GV70 feels just a little smoother at low speeds over rougher bitumen.

How about efficiency and charging?

The RZ 450e’s reported driving range fluctuates quite a bit depending on how you drive, meaning it’s tricky to know how much actual range is remaining. On paper, the RZ is good for 395km (WLTP) on a full charge, but we think that’s optimistic. The Electrified GV70 has a longer range of up to 445km (WLTP) and it does seem to deliver quite close to that figure.

Indeed, the reported real world efficiency is better in the GV70 at 19.3kWh/100km compared to the RZ’s 20.8 kWh/100km. This comes as a surprise as the Lexus is lighter and rides on skinnier tyres.

Both cars support the usual domestic 1.8kW AC, 11kW/22kW AC and 50kW DC charging, but the RZ’ charging rate maxes out at 150kW while the GV70 is capable of up to 350kW. The Lexus’ DC charge time is noticeable slower as well, the smaller capacity battery is to blame.

The RZ’s charging port is located at the base of the A pillar making it hard for charging cable to reach at public charge points. The GV70’s charging port in the grille is much easier to get to.

Verdict

The Lexus RZ 450e and Genesis Electrified GV70 may not be the most efficient or sportiest EVs around. Their pricing isn’t that attractive either. But if you value longevity and reliability, both vehicles may have the advantage over their European competitors.

As a bespoke EV model in Lexus’ line-up, the RZ 450e boasts unique styling that’s backed by a wonderfully refined drivetrain and decent dynamics. However, it’s let down by a dated and small digital instrumentation cluster and short driving range.

In contrast, the Electrified GV70 impresses with an ultra luxurious cabin with a modern cockpit, while delivering a greater driving range. It also costs over $7,000 less than the Lexus.

When the brief is about mid-size premium electric SUV, luxury and driving range is key, and the Electrified GV70 seems to have delivered across those fronts a little better than the RZ 450e.

Let us help you get the best deal on your next new car. Contact us.

Pricing and Specification

The post 2024 Lexus RZ 450e vs Genesis Electrified GV70 Review appeared first on ForceGT.com.

The Toyota HiLux range has undergone yet another update for 2024 to remain competitive in the highly saturated ute segment in Australia. The big news this time around is the introduction of the new V-Active technology on select HiLux double-cab 4×4 variants. This is complemented by refreshed exterior styling and additional specification to improve the ute’s value proposition.

Pricing for the new HiLux range starts from $26,475 plus on-road costs for the entry-level 4×2 WorkMate single-cab chassis, while V-Active technology is available starting with the 4×4 SR double-cab chassis from $54,130 plus on-roads.

Available on select 4×4 double-cab SR, SR5 grades as well as the luxurious Rogue, V-Active technology adds a motor generator, 48-volt battery and DC/DC converter to the 2.8-litre turbo-diesel four-cylinder powertrain and six-speed automatic transmission, bringing benefits to fuel economy, powertrain smoothness and off-road ability.

The addition of V-Active technology allows for the fitment of a stop-start system to the turbo-diesel engine which promises a 10 per cent improvement in fuel efficiency compared to 2.8-litre engines without V-Active technology.

The 48-volt system is said to make the stop-start system smoother and more seamless, with a significant reduction in vibrations when restarting the engine compared to an engine not fitted with V-Active technology.

Fitting a 48-volt system also allows the engine to be switched off for longer than a typical internal-combustion engine when stopped in traffic, with owners able to choose from either a ‘Normal’ or ‘Long’ setting which increases the time the engine is switched off while the air conditioning is running. Engine idling speed is reduced in V-Active technology grades, reduced from 720rpm to 600rpm.

Braking energy is recovered by the motor generator when decelerating to charge the battery. When accelerating, the motor generator can contribute power assistance.

HiLux variants equipped with V-Active technology add Multi-Terrain Select, which includes six selectable modes that enhance wheel traction in a range of road surfaces.

When in high range, MTS can be set to Auto, Dirt, Sand, Mud and Deep Snow, while low range offers Auto, Sand, Mud and Rock modes to optimally deploy power and maximise traction.

The motor generator unit has been positioned high in the engine bay to ensure the V-Active technology system retains the excellent off-road ability of the HiLux.

All core HiLux grades with the exception of the WorkMate and SR single-cab and petrol variants gain a new front-end visual refresh which includes new front bumpers and a honeycomb mesh grille.

At the rear, WorkMate, SR, SR5 and GR Sport pick-ups offer a gloss black rear bumper while the Rogue sports a unique dark grey finish.

SR5 grades add dark-finished LED headlamps, gloss black exterior mirrors, door handles, tailgate handle and powder-coated sports bar for pick-up body styles.

Additional convenience is provided for all pick-up grades with the fitment of a tailgate damper with lift assist, which consists of a gas strut and steel cable. SR double-cab pick-ups with automatic transmissions add front and rear parking sensors.

Double-cab automatic SR5 grades gain a wireless charger which is also applied to the Rogue and GR Sport flagship along with two rear USB-C ports for greater charging capability.

2024 Toyota HiLux pricing (excluding on-road costs)

Options

Premium interior (SR5 only): $2,500
Premium paint: $675
Two-tone paint (GR Sport only): $1,000

The post 2024 Toyota HiLux range updated with V-Active technology appeared first on ForceGT.com.

The Audi SQ7 has been with us since 2015 and with a heavily 2^nd facelifted model just around the corner, we spent some time with a 2024 SQ7 to reacquaint ourselves with the luxury SUV before the new one arrives.

While the updated model brings aesthetic and tech upgrades to the luxury SUV, its mechanical bits remain unchanged.

In the SQ7, that means a force-fed 4.0-litre petrol V8 pumping out an adrenalin inducing 373kW at 5,500rpm and a muscly 770Nm of torque. And in an era of electrification, the non-hybridised V8 is rare as a hen’s teeth!

But even at the ripe old age of eight, the SQ7 still feels like the posh SUV that it is.

How much is the Audi SQ7 TFSI?

The flagship SQ7 isn’t cheap as you’d expect, wearing a price tag of $175,400 before on-road costs. That’s $38,200 more than the Q7 55 TFSI S Line below it.

The good news is, however, it’s $4,500 cheaper than the Mercedes-Benz GLE53 AMG which costs $179,900 yet comes with considerably less power at 320kW/560Nm.

On the flip side, you could head into a BMW showroom and drive away in the BMW X5 M60i for just $172,900. It’s also slightly more powerful at 390kW/750Nm.

Like the SQ7, the X5 M60i comes with a turbocharged V8 while the GLE53 AMG employs a twin-turbo V6.

On the inside

The SQ7 gets the same cabin as the regular Q7, which was comprehensively overhauled a few years ago. It feels plush and tech heavy the moment you pull the vault like door shut.

Compared to the Q7, you get fancier sports seats and a flat-bottom steering wheel. Our test car is also equipped with the $13,300 Sensory Package, which amongst others, adds leather to the upper dashboard and artificial leather to the lower interior elements for a properly upmarket touch.

The one-piece sports seats with quilted stitching are very comfortable indeed, with an excellent blend of comfort and support, and complete with adjustable bolsters to hold you snugly in place in the corners.

Cabin space is vast with plenty of room for even lofty driver and passengers. There are big door bins capable of swallowing large water bottles and plenty of storage space in the bin underneath the front centre armrest.

Rear seat space is equally generous, thanks to the rear seats that slide back and forth, as well as recline. However, the big, high-backed front seats do impede visibility for those behind.

There is surprisingly decent space in the third row although you wouldn’t call it generous. Interestingly, the third-row seats don’t get the exquisite diamond-quilting for the leather you’ll find in the first two rows. They also miss out on air vents, which won’t win fans on a hot summer day.

Even with all seven seats in use, the SQ7 still provides around 300L of boot space which is better than some rivals. Folding them away via a boot mounted button yield an impressive 704L of space.

By comparison, the BMW X5 manages only 650L, while the related but five-seat Porsche Cayenne yields 770L. It’s worth noting however the SQ7 is still 150L down on the standard SQ7.

Drop the second row and you essentially turn the SQ7 into a leather-lined van with a massive 2,050L on offer.

The heavy mid-life overhaul has done wonders to disguise the SQ7’s age, with two giant screens for infotainment and climate control. The upper screen takes care of navigation, music, as well as connected internet functions, while the lower screen looks after heating and cooling.

Both offer slick graphics, responsive inputs, as well as a satisfying haptic click with each press of a button to make it easier to use.

As we have mentioned many times before, Audi’s digital instruments is still one of the best in the business with beautiful presentation and configurability.

And while most of the cabin is beautifully finished with excellent fit and finish, the grey leather on the bolsters of our media car is a little faded after around 10,000km on the test fleet.

What’s under the bonnet?

Audi has replaced the turbo-diesel with a 4.0-litre turbocharged V8 petrol.

It pumps out 373kW of power and 770Nm of torque and is the same engine found under the Bentley Bentayga. It will hurl the large SUV from 0-100km/h in a mere 4.1 seconds –  that’s serious hot-hatch territory.

Power is sent to all four wheels via an eight-speed automatic transmission and quattro system with a self-locking centre differential and default 60:40 rear: front torque split.

Depending on the road conditions, up to 70 percent of the engine’s torque can be directed to the front axle, and 85 percent to the rear axle.

The SQ7 has an 85-litre fuel tank that requires 95 RON premium unleaded fuel. Combined fuel consumption is rated at 12.1L/100km.

What’s the Audi SQ7 like to drive?

The SQ7 is impressively fast yet comfortable. It’s also surprisingly agile in corners for a large and heavy SUV.

It turns into corners with the sort of sharpness that puts some hot hatches to shame, and the harder and faster you push, the SQ7 will somehow muster more grip to pull you through to the next straight. It does a great job at disguising how high the centre of gravity is.

There are tonnes of torque from pretty much off idle, although you can’t run the engine past the limiter as the gearbox will automatically shift-up, regardless of which drive mode you’re in.

Given the prod, the petrol V8 appears to make all the right kind of epic noises, but you soon realise that most of it comes from the 17-speaker Bang & Olufsen sound system, which is slightly disappointing.

Still, the transmission is smooth and well calibrated, kicking down decisively while releasing a satisfying crackle from the exhausts.

The brakes are pretty good, too, although we find it hard to justify $19,500 for the ceramic brakes on our tester unless you intend to hit the track regularly.

Around town, the ride is exquisitely sublime, with the standard air suspension ironing out most road bumps effectively. The suspension can be electronically raise or lower, too, depending on the drive mode. It will also drop the car to the ground when parked for easy entry and exit.

Refinement is excellent, too, with just a hint of road noise on coarse-chip bitumen thanks to the chunky performance rubbers, while wind noise is nearly non-existence.

Despite measuring over 5.0m long, the SQ7 rear wheel steering effectively shrinks the car by a good margin, making tight inner city manoeuvre a breeze.

We can’t fault the SQ7 on the active driver assistance front. The adaptive cruise control operates smoothly and maintains a set gap to the car in front. It will also accelerate automatically after coming to a stop when the car in front moves on.

The lane-keep assist system isn’t overly intrusive either, intervening only when things go haywire.

What do you get with the SQ7?

As standard, the SQ7 comes with the following:

• S-specific front and rear bumpers, grille, side sills and rear tailgate spoiler
• 22-inch alloy wheels
• Red brake calipers
• Aluminium-look mirror caps
• Matrix LED laser headlights with dynamic rear indicators
• Panoramic sunroof
• Rear privacy glass
• Heated and folding side mirrors
• Power assisted door closure
• Roof rails
• Valcona leather upholstery with diamond patterned contrasting stitching
• S sport front seats with heating and electric adjustment, incl. 4-way lumbar
• Heated steering wheel
• Interior ambient lighting
• Illuminated door sill trims
• 10.1-inch haptic touchscreen
• 8.6-inch haptic touch secondary screen
• 12.3-inch Audi virtual cockpit
• Head-up display
• Built-in satellite navigation
• Wireless Apple CarPlay and Android Auto
• 17-speaker, 730-watt Bang & Olufsen 3D sound system
• 4-zone climate control

Options highlight:

Dynamic Package:

• Quattro sport differential
• Active roll stabilisation

Sensory Package:

• 23-speaker Bang & Olufsen 3D Advanced Sound System
• Dinamica black headlining
• Front seat ventilation and massage function
• Seat heating for outer rear seats
• Extended leather package – upper dashboard in leather and lower interior elements in artificial leather
• Air quality package – air ioniser and fragrance

How safe is the Audi SQ7?

The SQ7 carries a five-star safety rating from ANCAP based on test conducted in 2019 on the regular Q7.

Standard safety equipment includes:

• Autonomous emergency braking (AEB) with:
  • Vehicle and pedestrian detection
  • Reverse AEB
• Adaptive cruise control with stop & go
• Traffic jam assist
• Lane keep assist
• Blind-spot assist
• Rear-cross traffic assist
• Surround view cameras
• Tyre pressure monitor

Ownership

The SQ7 comes with a five-year, unlimited kilometre warranty.

Servicing is required every 12 months or 15,000km, whichever comes first, with a five-year prepaid service package costing $4,370.

Verdict

The post 2024 Audi SQ7 TFSI Review – A practical hot-SUV appeared first on ForceGT.com.

Polestar, the Scandinavian EV brand that’s been hot on the trail of Tesla, has upped the competition with an updated Polestar 2. The rival to the Tesla Model 3 can now travel up to 22% further, consume up to 9% less energy and charge up to 34% faster, at least on paper. It’s not a big claim though, as the revised model gets a host of hardware upgrades including larger batteries and new electric motors.

The good news is that, despite the improvements, there’s no price increase across the range. Kicking off the range is the Standard Range Single Motor variant priced at $67,400. Moving up, the Long Range Single Motor model costs $71,400, while the Long Range Dual Motor all-wheel drive flagship asks $76,400. The latter can be optioned up with a $9,000 Performance Pack which brings more power and quicker acceleration. All prices exclude on-road costs.

For comparison, the Tesla Model 3 Standard Range Single Motor costs $61,900 and the Dual Motor Long Range all-wheel drive is priced at $71,900. The Model 3 Performance hero is now no longer offered. This means the revised Model 3 line-up is about $5,000 cheaper than the Polestar 2 for equivalent variants.

Is the premium in price for a Polestar 2 justified? It’s subjective but here’s our take. In terms of looks, the ForceGT team is split with some preferring the curvy, elegant lines of the Tesla Model 3 while others like the contemporary and European styling of the Polestar 2. But almost all of us agree that the Polestar 2 has a richer and more complete interior. When it comes to driving dynamics, we all give it to Polestar.

Our testers for this review were the Polestar 2 Long Range Single Motor and Long Range Dual Motor with Performance Pack. From the outset, these revised models look no different to the pre-updated versions, except for a new cover for the grille – which Polestar calls “Smartzone” for its embedded sensory gizmos – and mild styling tweak on the 20-inch wheels in the LRDM Performance. It’s the right move, as there’s no need to mess with the clean, minimalist and understated styling of the car. It’s a smart looking sedan with intricate detailing like the Thor’s Hammer daytime running lights, frameless door mirrors and rear LED light blade.

The plastic cladding on the wheel arches is an acquired taste and there’s a bit too much wheel gap for our liking, but the wheel design is striking with the wheels themselves sitting nicely flush with the fenders. Opting for the Performance Pack on the LRDM model will see the brake callipers tucked behind those massive 20-inch rollers painted in Swedish gold – Polestar’s trademark accent – and boy do they look good.

The Polestar 2 has a relatively square passenger cell with a flat roofline and that’s intended. The cabin is roomier as a result of this design, with space for five adults to stretch out and plenty of headroom for rear passengers. However, there’s a rather large centre hump in the rear footwell which is surprising given the lack of a driveshaft (being an EV).

As previously mentioned, the Polestar 2’s interior design is a winner. The vibe is calm, futuristic and premium, with delicate details in the mix of bold trim pieces. The brand hasn’t gone overly obsessed with LCD screens either like most other EV manufacturers. The 11.2-inch portrait centre touchscreen is large but not crazily massive, with it neatly integrated into the dashboard at a perfect angle for top notch ergonomics. A modest digital instrumentation panel sits under a conventional binnacle, viewed through a sporty three-spoke steering wheel. The raised centre console houses one of the coolest shifters we have seen. Shaped like something out of Star Trek, the shifter has an illuminated Polestar logo at the base which is such a neat touch. Look up at the roof and another Polestar logo is visible near the rear view mirror, this one projected on to the panoramic glass roof – nice.

All these translate to unique cockpit feel from behind the wheel, one that is sporty, sophisticated and driver focused. Mixed in with the glass roof, the interior is also bright and inviting, though it can get pretty hot in summer with the amount of light the roof lets in. The air-con is slow to cool things down, which means on hot sunny days the car is best parked in the shade.

A plethora of storage spaces are dotted around the cabin, including large door pockets, a covered compartment under the front central armrest, storage pockets on either sides of the centre console and a pair of cup holders for the front and rear. There’s not one but two boots – a 405-litre main rear boot, expandable to 1,095 litres with the rear seats folded and a second 35-litre boot under the bonnet.

Standard equipment in the Polestar 2 has been revised to increase overall value. Driver Awareness features are now standard, including Blind Spot Information System (BLIS) with steering support, Cross Traffic Alert with brake support, and Rear Collision Warning and Mitigation, along with the 360-degree surround view camera and automatic dimming exterior mirrors. A wireless phone charger is now also standard on all versions.

But the biggest update is to the powertrain. More advanced electric motors and inverters are fitted to all variants, bringing vastly improved range and performance across the board. Previously front-wheel driven, single-motor variants are now rear-wheel driven for a sportier driving feel. Power is upped substantially from 170kW to 220kW – a hike of 50kW, while torque has increased to 490Nm from 330Nm, that’s a jump of 160Nm! The 0-100 km/h sprint time has been slashed by as much as 1.2 seconds, down to 6.2 seconds.

Dual motor variants are now rear-drive bias thanks to a revised drivetrain setup that sees the rear motor as the primary drive source. The front motor can now be disengaged completely to support efficiency gains, with it only coupled when more power or traction is needed. The dash to 100km/h is 0.2 second quicker than before at 4.5 seconds.

Available to purchase as a downloadable over-the-air software upgrade for any eligible Long Range Dual Motor variants, the optional Performance Pack lifts power to 350kW while keeping torque figures the same. The 40kW of extra power is enough to trim the 0-100km/h sprint time to 4.2 seconds.

Regardless of single or dual motor variants, the Polestar 2 has no fuss laying its power down on to the tarmac. Despite the high power and torque output, there’s virtually zero wheel spin at launch, even for rear-wheel drive models. Being an EV, power delivery is completely linear from the get go. Plant your foot down at any speed and the instantaneous torque thrust the car forward for super quick overtaking.

With most of the weight from the battery and drivetrain stuffed low in the car, the centre of gravity is low resulting in a relatively flat cornering stance. The steering is numb but otherwise precise and smooth. The brakes are strong but slightly wooden when one pedal drive is turned off.

While both variants on test exhibited good ride comfort with just enough firmness for a sporty driving feel, the Long Range Single Motor model felt like the better daily driver as its lighter, nimbler and has a more relaxing demeanour. Its thicker tyre wall also absorbs road imperfections better.

All Polestar 2 versions feature upgraded lithium-ion batteries which are capable of faster charging rate. Long range battery supports up to 205 kW DC fast charging, while standard range battery is good for up to 135 kW DC.

AC charging is also possible via a standard home AC wall plug, or 11kW or 22kW public charge points. Charging at home can take a full day or more for a full charge, which is painfully slow. So, it’s always better to charge at a charging bay, which can top up around 100km in about 15 minutes at 22kW AC. We also charged at 50kW DC which topped the battery up from near empty to 80 percent in about 30 minutes.

For paid public charging, the fee at the time of writing is around $0.40 per kWh. This means generally you’ll be able to run the Polestar 2 at a lower cost than most petrol or diesel powered vehicle.

The Standard Range Single motor version now has a range of up to 532km WLTP, an increase of 54km, and the Long Range Single Motor variant can now achieve 654km WLTP, an increase of 103km.

The front motor disconnect function on the Long Range Dual Motor variant is particularly effective at maximising range, which is now rated at 591km WLTP, a big increase of 104km from before.

The Polestar 2 is covered by a five-year, unlimited kilometre warranty. More impressive, it’s also offered with five-year free servicing and roadside assistance.

Verdict

2024 Polestar 2 Pricing and Specification

The post 2024 Polestar 2 Review – the real alternative to Tesla? appeared first on ForceGT.com.

Toyota’s first fully electric SUV, the all-new bZ4X has arrived in Australian showrooms, bringing with it a new BEV (battery electric vehicle)-specific platform utilising the latest motor generator and battery technology.

Jointly developed with Subaru, the bZ4X is based on a new platform that integrates the battery and motor generator into the vehicle’s structure, providing extra rigidity and a low centre of gravity. This approach allows the wheels to be pushed further outward to the front and rear, leaving more room for passengers within the vehicle’s footprint.

The bZ4X is offered in front or all-wheel-drive format. The front-wheel-drive version is equipped with LED headlights, 20-inch alloy wheels, heated side mirrors with auto power folding, power tailgate and privacy glass for rear side, quarter and back windows.

The interior features fabric and synthetic leather trim, eight-way power adjustable driver seat, heated front seats, leather-accented steering wheel, dual-zone climate control, smart entry and start, four cupholders and eight bottle holders.

The latest Toyota multimedia technology is housed within a 12.3-inch touchscreen and is compatible with wireless Apple CarPlay  and wireless Android Auto. Enhanced voice recognition using the “Hey, Toyota” command can control several functions such as “Open all windows”.

The SUV comes with BEV specific connected features such as charge station locators and charge management functionality within the myToyota Connect smartphone app. Over-the-air updates, cloud navigation and live traffic information are included.

The latest Toyota Safety Sense suite integrates a pre-collision safety system that can detect vehicles, motorcycles, cyclists (in daylight only) and pedestrians, including at intersections. Other features include emergency steering assist, lane trace assist, emergency driving stop system, road-sign assist (speed signs only) and parking support brake. The bZ4X is also equipped with active cruise control and seven airbags.

The AWD bZ4X brings a higher level of standard features, including a roof spoiler, fixed panoramic roof, roof rails and a gloss black bonnet accent.

AWD interiors gain a JBL premium sound system, premium synthetic leather seat trim, Qi-compatible 10W wireless charger8, ventilated front seats, heated steering wheel, driver’s seat memory function and a kick sensor for the power tailgate.

Safety enhancements for the AWD include driver monitor, blind-spot monitor, safe exit assist, intelligent parking assist and panoramic view monitor.

The AWD’s 212mm ground clearance and all-wheel drivetrain are leveraged by X-Mode off-road drive modes to enable off-road ability. X-Mode optimises traction for “Snow/Dirt” or “Deep Snow/Mud” conditions and incorporates Crawl Control and Downhill Assist Control.

The FWD model features a front-mounted e-Axle that combines the transaxle, motor, and inverter into an integrated, compact unit that produces outputs of up to 150kW and 266Nm. The AWD model uses front and rear 80kW e-Axles with maximum combined outputs of 160kW and 337Nm.
Providing the electrical energy is a 71.4kWh lithium-ion battery that is rigorously tested for 20 days before being fitted to a car.

FWD driving range is 535km at 128Wh/km, while the more powerful AWD’s drive range is 485km at 141Wh/km.

European versions of the bZ4X which are tested on the WLTP cycle return a range of 436km at 168.9Wh/km for the FWD and 411km at 181.1Wh/km for the AWD.

Six exterior colours are available: Ebony Black, Frosted White, Liquid Metal, Silver Rush, Feverish Red and Dynamic Blue. A two-tone treatment is available for the AWD with gloss black for the roof and A-pillars complementing the body colour.

The FWD bZ4X is priced from $66,000 with the AWD bZ4X available from $74,900.

The bZ4X is covered by Toyota Warranty Advantage, which offers up to five-year unlimited kilometre coverage extending to seven-years on motor and driveline with log-book services.

Toyota also offers capped-price servicing for the first five years/75,000km with each 12-month/15,000km service costing $180.

Toyota bZ4X pricing (excluding on-road costs)

FWD: $66,000

AWD: $74,900

Options:

Premium paint: $575

Two-tone roof (AWD): $1,350

The post Fully Electric Toyota bZ4X lands – price and specification appeared first on ForceGT.com.

Want a Toyota Corolla Cross Hybrid but not keen on waiting for 18 months? The Honda ZR-V e:HEV might be your answer.

What is it?

The five-seat Honda ZR-V is a mid-size SUV that straddles the gap between the Honda CR-V and the smaller HR-V in size, performance and price.

Measuring 4,568mm long, it is 108mm longer than its closest rival, the Corolla Cross. However, the model also goes head-to-head with low-spec versions of the Toyota RAV4 and Mazda CX-5.

And like the Corolla Cross, it sports a naturally aspirated 2.0L engine along with two electric motors driving just the front wheels.

Yes, it’s all a little convoluted.

The ZR-V hybrid LX on test here is also the only electrified variant of the range and sits at the top of the four-tier line-up at $54,900.

The range kicks off with the petrol only VTi X at $40,200 before moving up to the VTi L at $43,200. The VTi LX petrol book ends the ICE line-up at $48,500.

Prices above are drive-away and like all new Honda’s sold in Australia since July 2021, they are fixed and non-negotiable.

2024 Honda ZR-V price (drive-away):

• Honda ZR-V VTi X: $40,200
• Honda ZR-V VTi L: $43,200
• Honda ZR-V VTi LX: $48,500
• Honda ZR-V e:HEV LX: $54,900

What do you get?

All models get:

• 17-inch alloy wheels
• Adaptive LED headlights with active cornering lights
• Rain sensing wipers
• 10.2-inch digital instruments
• 9.0-inch touchscreen infotainment system
• Wireless Apple CarPlay
• Wired Android Auto
• 8-speaker sound system
• Dual-zone climate control
• Black fabric seats
• Front USB-A and 1x USB-C
• Rear USB-C (2x)
• Rear air vents

ZR-V VTI-L adds:

• 18-inch alloy wheels
• Rear LED taillights
• Heated exterior mirrors
• Hand-free power tailgate with walk-away closing
• Black leather and cloth upholstery
• Heated front seats
• Rear privacy glass
• Metal paddle shifters

ZR-V VTi LX adds:

• 18-inch two-tone alloy wheels
• Body-coloured lower bumpers and wheel arches
• 12-speaker Bose Sound System
• Wireless smartphone charger
• Satellite navigation
• Black leather upholstery
• Eight-way power driver’s seat with memory
• Four-way power passenger seat
• Heated outboard rear seats
• Heated steering
• Plasmacluster air purification system

ZR-V e:HEV adds:

• Smart key card
• Humidity sensor
• Shift-by-wire gear selector

What’s the Honda ZR-V e:HEV LX like on the inside?

Like most car manufacturers today, there’s a great deal of resemblance between the cabin of the Honda ZR-V and other recent Honda models, especially the Civic.

There’s a strong retro vibe in the cabin courtesy of the honeycomb-patterned one-piece air vents, hexagonal steering wheel boss, and old-school rotary dials – the latter are much easier to use than some touchscreen embedded systems of its rivals.

Built quality is excellent too, with beautifully weighted controls, high quality plastics and precise switchgear.

The leather-wrapped steering wheel feels great to hold and adjusts for reach and tilt. Together with the electric driver’s seat adjustment, finding the perfect driving position is a cinch.

From the driver’s seat, the ZR-V feels more car-like than some of its peers due to the low mounted front seats.

The driver is greeted by a 10.25-inch digital instrument cluster that is standard range wide. Again, it’s similar to the one found on the latest Civic, which isn’t a bad thing as it’s clear, easy to read and comes with a virtual ZR-V that mimics the actual lights and indicators. However, it lacks the configurability of some rivals.

Further along the dash, a 9.0-inch touchscreen takes care of the easy-to-use infotainment system, including built-in sat-nav that complements the phone’s map (wireless Apple CarPlay and Android Auto).

It also comes with a five-year complementary subscription to Honda Connect which offers a raft of convenience and safety services accessible via a smartphone app including remote lights on/off, lock/unlock and climate control pre-conditioning.

Other functions include vehicle status, virtual dashboard, trip log, geofence alert and automatic collision detection.

The interior feels upmarket, with solid switchgear and dials. The knurled climate control knobs in particular clicks with precision when turned and wouldn’t look out of place in a premium car.

How spacious is the Honda ZR-V?

It’s easy to get comfortable in the ZR-V’s cabin. Both rows of seats are supportive, while there are plenty of head, knee and leg room for taller occupants.

The rear floor is nearly flat which makes it easy to accommodate three across the rear seat.

There are plenty of storage throughout the cabin, including a cubby underneath the electric park brake. Ahead of the gear lever is a wireless charging pad for your smartphone.

The door bins are large enough to accommodate larger bottles, while the storage cubby underneath the centre armrest is good for keeping things out of sight.

Rear seat passengers are not forgotten with rear air vents, map pockets behind the front seats, door bottle holders and cupholders in the fold-down centre armrest.

Further aback, boot capacity is rated at 370L, which is smaller than the Corolla Cross Atmos’ 414L. The e:HEV only comes with a tyre pair kit while petrol variants are all equipped with a 17-inch space saver spare wheel.

How safe is the ZR-V e:HEV?

The Honda ZR-V hasn’t been hurled into a wall by ANCAP as yet, though safety systems include:

• AEB with pedestrian and cyclist detection
• Adaptive cruise control
• Traffic Jam Assist
• Lane Keep Assist
• Traffic sign recognition
• Front and rear parking sensors
• 11 airbags including knee and centre

Blind-spot monitoring, rear cross-traffic alert and surround-view camera are found on VTi LX and above.

What’s under the ZR-V e:HEV’s bonnet?

The e:HEV is powered by a 2.0-litre naturally-aspirate four-cylinder petrol engine combined with two electric motors to produce a system output of 135kW and 315Nm.

It drives the front wheels via an e-CVT with no all-wheel drive option offered.

Honda claims the e:HEV will return 5.0L/100km on the combined cycle which isn’t far from our real world figure of 5.2L/100km with around 70 per cent of city commute.

How does the Honda ZR-V e:HEV drive?

The ZR-V e:HEV drives like what a good hybrid should. It’s smooth, quiet and refined.

At low speeds at up to around 40km/h, the pair of electric motors do most of the propulsion duties before the engine kicks in quietly and smoothly.

In everyday driving, it’s hard to tell which power source is doing the hard yards unless you look at the tell-tale green EV light in the instruments.

Honda has even imbued some surprising driving fun into the e:HEV with the e-CVT dishing up simulated gearshifts when you put your foot down instead of the dreaded drone commonly associated with this type of transmission.

The steering is well weighted and there is decent body control to hustle the ZR-V quickly around the corners like a tall hatchback.

The cabin is well insulated from road and wind noise and the ride is beautifully compliant around the city and over speed bumps.

Out on the freeway, the ZR-V e:HEV feels planted and has enough oomph to overtake slower vehicles and on inclines.

Visibility is good all around, thanks to decent glasshouse. And while some might miss Honda’s Side Vision Camera, the new blind-spot monitor indicator light in the wing mirror is a more user-friendly proposition.

Other driver assist system works well, too. The lane centring system will gently nudge you back into your lane should you stray, the forward collision warning works as intended without being too nervous and the adaptive cruise will adjust the speed of the car smoothly based on the leading vehicle.

Ownership

Like all Honda cars sold in Australia, the ZR-V comes with a five-year, unlimited kilometre warranty.

It needs a service every 10,000km or 12 months, whichever comes first with the first five services costing $199 each.

Verdict

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Polestar 4, the SUV coupe by the Scandinavian EV marque, is now officially on sale in Australia with a starting price of $81,500 plus on-road costs.

With first deliveries slated for August, the Polestar 4 is the fastest Polestar production car to date, with it slotted between the Polestar 2 sedan and Polestar 3 medium SUV in terms of size and price.

In its most potent form, the Polestar 4 Long Range Dual Motor can sprint from 0 to 100km/h in just 3.8 seconds thanks to 400kW of power and 686Nm of torque afforded by the dual electric motors – one at each axle. This model has a driving range of 580Nm (WLTP). A disconnect clutch allows the car to disengage the front electric motor when not needed, to maximise range and efficiency.

The Long Range Single Motor variant features a 200kW / 343Nm electric motor at the rear and a driving range of 610km (WLTP).

Both versions are capable of fast charging up to 200 kW DC and 22 kW AC. Bi-directional charging hardware is included, with vehicle-to-load (V2L) functionality planned to be made available at a later date, providing for external devices to draw power from Polestar 4.

Like the other Polestar models, the Polestar 4 features an Android Auto powered infotainment system that utilises a 15.4-inch landscape-oriented screen. With Google built-in, including Google Assistant, Google Maps and Google Play, Polestar continues to offer a connected experience. Wireless Apple CarPlay is also included.

The instrumentation panel is a 10.2-inch display and includes speed, battery and range information. Also fitted is a head-up display (HUD) with a massive 14.7-inch projection area in front of the driver that relays key vehicle, telephony and navigation information to the windscreen.
A clever ‘snow mode’ function for the HUD switches the text colour from white to yellow, improving visibility in snowy environments.

Several options are available. The Plus Pack comprises comfort and technology upgrades, with the Pro Pack adding 21-inch wheels and subtle design details. The Nappa upgrade can be specified in addition to the Plus Pack, and includes animal welfare-secured Nappa leather upholstery with ventilation and massage, additional headrest speakers for the front seats and rear comfort headrests.

The Pilot Pack includes Pilot Assist and its extended features, and is included as standard in all variants. The Performance Pack increases the performance look and driving experience of the Long range Dual motor version, with 22-inch wheels, 4-piston Brembo brakes, Polestar Engineered performance chassis tuning and Swedish gold details for the brakes, seat belts and valve caps.

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