Volkswagen ID.7 2024

People will quite rightly cross-shop this new ID.7 with the all-conquering Tesla Model 3, although in reality the Volkswagen is a much larger car. The maker has worked hard to right its early-EV mistakes, and the cabin, technology and general driving experience easily justify this model's £50k-plus price tag. The ID.7 has every right to be considered in the same sentence as industry leaders like Tesla – as well as bigger, more practical rivals costing significantly more.

Even if the reaction to Volkswagen's early EV efforts was a little lukewarm, you could hardly accuse the car maker of resting on its laurels. Following limp launches for the ID.3, ID.4 and ID.5, the bold-looking ID. Buzz won hearts for its charming personality and practical interior.

But now it's the turn of VW's flagship range. The new ID.7 may look sleeker than its bus-bodied sibling, but this new saloon-cum-hatchback is a full 249mm longer than the Buzz. That means, despite the 7's circa-£50k price, it's more closely aligned with the Tesla Model S, than a Model 3.

Let's first address the elephant(s) in the room. Volkswagen's ID cars came under heavy criticism for their lackluster interior quality, plus fundamental technology and infotainment failings. With the ID.7, the maker is looking to right those wrongs.

Indeed, from the driver's seat, all appears well. The general cabin ambience has been lifted to a level that easily competes with cars in this class; there are soft-touch materials on the doors and dash, and the seats offer plenty of support. The main controls are a little confusing at first – the wipers are embedded on a stalk to the left of the steering wheel, rather than the right, for example – but at least they're not buried within the touchscreen like on the Tesla.

Speaking of which, the ID.7's big, bright, 15-inch central display instantly feels more responsive than in the maker's previous electric offerings. The menu layouts aren't the most intuitive, but playing around for a few minutes proves everything is not lost; a BMW i4's clickwheel is easier to use, but the functionality is all there.

Best of all, Volkswagen has finally deemed it appropriate to fit backlit climate controls, which means you can now accurately adjust the temperature at night. They're still touch-sensitive, but they feel infinitely more responsive than before.

The ID.7 is definitely the most grown up of Volkswagen's all-encompassing electric-car range – a feeling that continues as soon as you set off. Double-glazed side windows make this an almost-eerily quiet car at low speeds, but even on the motorway this 4.96-metre-long five-door remains impressively refined – despite our test model being fitted with the largest 20-inch wheels.

Yet that sense of being isolated from the outside world doesn't come at the expense of body control. The ID.7's wide track and excellent damping means it's comfortable but firmly tied down at all times – even in the pouring rain. And this despite the fact that (for now) VW's executive range-topper is only available in single-motor guise; a dual-motor GTX is due before the end of the year.

Performance is sufficient, if some way off the best class. That's not necessarily a bad thing, though, with a linear power delivery that still manages to pin you in your seat if you request all 282bhp in a single hit. That said, it's probably the 545Nm of torque that better tells the story here; put your foot down at almost any speed and the ID.7 picks up with urgency, never struggling to transfer its grunt to the ground.

In short, the ID.7 does a good job of hiding its size, feeling just as agile as a Model 3 point to point. But whereas it merely matches the Tesla from a handling perspective, it punts it into the next week when it comes to practicality. Length alone means the Volkswagen is a much more spacious car for rear-seat passengers; six feet-tall adults will have no trouble getting comfortable. Both knee and headroom are generous enough.

Then there's the fact that despite the ID.7's saloon shape, the VW has fitted a roof-hinged hatch, which works wonders for accessibility. Open it up and you'll not only find a much bigger boot (532 liters playing the Model 3's 425-liter maximum) but you're not limited by a narrow, letterbox-like opening. The VW's seats fold almost flat in a 60:40 formation, and there's even an ID.7 Tourer estate on the way.

But while the Volkswagen wins points for practicality, it sits in second place (just) with regards to range and charging. VW says the ID.7 Pro Match can do up to 383 miles on a charge, equating to a pretty punchy 4.9mi/kWh. We didn't come anywhere close to that during our test, though the weather was poor and the stop-start nature of nailing down pictures and driving impressions meant it wasn't remotely representative of a real-world result. Still, you'd need to average almost 3.9mi/kWh to crack 300 miles in normal driving – an ambitious number, if you ask us.

Rapid charging is possible at up to 170kW – matching the base Tesla, but falling short of the similarly priced (£49,990) Model 3 Long Range, which is capable of 250kW top-ups. Either way, VW's charging curve is flat enough that the maker claims a 5-80 per cent refill is possible in 28 minutes, give or take the same as the range-topping Tesla.

For all intents and purposes, there's only one ID.7 available to buy right now; VW tells us the limited-run Pro Launch Edition will be removed from sale imminently. That means that if you approach your local dealer today, you'll be pointed towards the similarly well-equipped Pro Match version with the same 77kWh battery, which actually undercuts early cars by a little over £5,000.

Every Pro Match model gets matrix-LED lights, 19-inch wheels, and two-tone paint, plus three-zone climate control, wireless Apple CarPlay and Android Auto, plus the 15-inch Discover Pro infotainment system and augmented-reality head- up display. Frustratingly, a range-preserving ‘energy efficient’ heat pump is a £1,050 option, as were our car’s 20-inch wheels (£480).

Model: Volkswagen ID.7 Pro Match 77kWh 286PS

Price from: £50,670

Price as tested: £59,450

Power/torque: 282bhp/545Nm

Transmission: Single-speed auto, rear-wheel drive

0-62mph: 6.5 seconds

Top speed: 112mph

Range/charging: 383 miles/170kW, 5-80% in 28 mins

L/W/H: 4,961/2,141/1,536mm

On sale: Now

Share:

Read More

2025 Hyundai Ioniq 5 N Track

With everything we love about the Ioniq 5 as well as some of the things we miss about ICE cars, has Hyundai made the perfect EV?

we're very fond of the Hyundai Ioniq 5—so much so we named it our 2023 SUV of the Year, and our appreciation has only grown since then. Its attractive exterior styling, functional interior, and focus on good, honest EV dynamics all add up to make one heck of a package, and when you factor in its relatively attractive price point, it's hard to find a downside.

Word first got out Hyundai was planning a hot version of this SUV in 2023, and we saw its promise on our initial prototype drive. Then, later that year, we got to drive a production 5 N on the road. Now we've let loose in the 5 N WeatherTech Raceway Laguna Seca.

The Ioniq 5 N is by no means just a dual-motor Ioniq 5 Limited with a simple software remap. Revised exterior features include a new open grille with active shutters and air curtains. The hood is adorned with a Black H emblem and flat aluminum N badge that add wow factor for those watching one barrel down via their rearview mirror. The N is 2.0 inches wider than the standard 5, and it rides on 21-inch forged wheels.

Out back, an N-exclusive rear spoiler adds nearly 4 inches to the rear overhang, and a new rear bumper with diffuser is also fitted. The addition of a handsome surround strip on the lower trim, as well as a checkered-flag-inspired reflector and CHMSL all hint at what this car was designed to do: go fast on racetracks. In fact, Hyundai recently announced plans to race a single make series with the 5 N–based eN1 Cup car.

Arrive and Drive

During a pre-brief before we hit the track, Hyundai stated the Ioniq 5 N is a car you can drive to the track, put in a good number of laps, and then take home, all in the same day. This isn't a rare claim for performance cars, but for an EV it presents some obvious issues, which Hyundai believes it has addressed.

Hyundai wants the Ioniq 5 N to be the benchmark performance EV, and to that end it sets an internal target that the car should be able to complete two full laps of the 15.7-mile version of the Nürburgring Nordschleife at full tilt without any loss in performance. A tall order considering many EVs begins to trail off after just a few minutes of hard use.

However, as I unwound the Ioniq's steering wheel, aimed the car down Laguna Seca's start/finish straight, and punched the accelerator—my 10th lap without any sort of recharging—I realized Hyundai had not only achieved its goal but was blown right by it.

Another thing struck me on that same straight, lifting off the accelerator, making the adjustment to revector the car prior to the blind crest that serves as Turn 1, was that I kept having to remind myself the Ioniq 5 N is an EV. That may sound silly, but two clever systems make it possible. For example, as the revs fell, the inertia of the car's weight transfer lightly pushed my head forward. Let me explain.

N E-Shift and Active Sound+

First, the proprietary N e-shift system replicates the feeling of an eight-speed dual-clutch transmission, missed shifts, power interruptions, and all. (Of course, as we pointed out in our previous drive review, this negates the primary advantage of an EV when it comes to performance: bottomless, immediate, and uninterrupted torque. But it's damned convincing.) And what's the feeling of a combustion engine without a soundtrack to go with it? Enter Hyundai's N Active Sound+, which syncs the interior speakers with e-shift's efforts and provides an aural accompaniment.

A flick of the right-side paddle (yes, this EV has paddles) behind the wheel switches the “automatic DCT” into manual mode, and with that, the final piece of the puzzle is revealed: You're driving a car that feels like a 641-hp 2.0-liter four-cylinder and dual-clutch transmission … which is actually a 4,900-pound electric SUV.

Putting It All Together

On the track, the 5 N is tight as a drum—and often times as loud as one. There are three different audio profiles to choose from; I sampled all three and came back to the most authentic Ignition mode. That one draws inspiration from the 2.0-liter four-cylinder Hyundai engine, and it helps massively with pacing out a lap via familiar routines, sorting shift points, identifying braking zones, and understanding the car's behavior.

Dynamically, the Ioniq 5 N does a great job of hustling its mass around the track, masking its weight under braking and in the corners. Even with the traction control off and set to full Race mode, the car remains calm and composed, resulting in a settled chassis that's happy to receive midcorner inputs—and which rewards with a tail wag from time to time. Indeed, the 5 N does have a Drift mode, which we saw demonstrated to great effect. It throws most of the power to the rear wheels and electronically locks the mechanical rear diff, facilitating the shredding of a set of N-specific Pirelli P Zeros in roughly two minutes. When you're not torturing them, those P Zeros offer spectacular grip, and we didn't experience them falling off even as the track temperatures rose and pressures mounted.

The Ioniq 5 N also uses its energy regeneration system to further simulate an ICE track car's weight transfer, ensuring the front end—which has the same suspension geometry as the standard Ioniq but with every single component re-engineered for N—tucked in nicely to every corner, no matter how hard it was pushed. The brakes stood up to the test, too, with no discernible degradation in their outstanding performance.

Last in its bag of tricks, the 5 N has a Grin Boost button. Located on the steering wheel, a press deploys the full 641 horsepower, 40 more than usual, for up to 10 seconds. It even has a different, high-revving audio track that replaces the Active Sound+ noises for added drama.

2025 Hyundai Ioniq 5 N Specifications

Base Price

$66,100

Layouts

Front- and rear-motor, AWD, 5-pass, 4-door SUV

Motors

223-hp/269 lb-ft (fr), 378-hp/300-lb-ft (rr); 641 hp/568 lb-ft (comb)* permanent-magnet electric

Transmission

1-speed automatic

Curb Weight

4,900 lb (mfr est)

Wheelbase

118.1 in

L x W x H

185.6 x 76.4 x 62.4 in

0-60 MPH

3.1 sec (MT est)

EPA City/Hwy/Comb Fuel Econ

Not yet rated

EPA Range, Combined

205 miles (MT est)

Share:

Read More

2024 Mazda CX-8 G25 GT SP FWD

2024 Mazda CX-8 G25 GT SP FWD

Mazdas have a great reputation in Australia for being affordable, reliable, spacious and stylish. But the car maker's latest push upmarket with its range of Large Architecture SUVs has moved the brand away from being one of the strongest mainstream players in the market to an unproven premium one.

The premium push has also been at the expense of traditional Mazda nameplates such as the CX-8 – the model now only has limited runout stock available. The call to discontinue the seven-seat model comes in October 2023, so its time inside Mazda showrooms is limited.

As an alternative, pricing for the five-seat medium-sized CX-60 kicks off from around $60,000, and the massive CX-90 SUV tops out beyond $100,000 for the flagship specification. It feels as though the brand is leaving behind its traditional space in the market to find new types of well-heeled buyers – you need only look at the exquisite cabin details of these new models to appreciate as much.

One model that has been pushed out of showrooms as Mazda prepares to launch even more premium SUVs is the CX-8 seven-seat SUV. It blends aspects of the renowned CX-5 with the popular seven-seat layout of its larger CX-9 alternative.

It's not flashy and new like other models in the brand's line-up, but has Mazda turned its back on the CX-8 too soon? It's now in run-out as the brand attempts to rid its remaining stock ahead of the CX-80's debut, but there could still be merit in buying a CX-8 – especially at a discount.

I've spent time in the well-specified Mazda CX-8 GT SP front-wheel drive and here are my thoughts.

How much is a Mazda CX-8?

The Mazda CX-8 line-up is extensive. You can have all-wheel drive paired with a diesel engine (originally the point of difference for the CX-8) or a front-wheel-drive layout with a petrol motor.

Even with one of those drivetrains, there are six derivative trim levels that buyers can choose from. Pricing starts from $42,810 before on-road costs and extends to $72,160 plus ORCs for the top-grade version.

The car concerning this review is the middling GT SP variant that costs $59,310 before ORCs. It's powered by a naturally aspirated 2.5-litre petrol four-cylinder engine that sends 140kW/252Nm to a six-speed automatic transmission and the front wheels.

But spend $7000 extra and the brand will slip a 2.2-litre diesel engine (as well as all-wheel drive) under the CX-8's skin.

It slots into the large-sized SUV segment to compete with alternatives such as the Kia Sorento Sport+ FWD ($58,230), Skoda Kodiaq Sportline AWD ($61,490), and Mitsubishi Outlander Exceed Tourer AWD ($55,190).

Despite the model getting on in age, it still comes stocked with some appealing features and equipment. Buyers can look forward to black or burgundy leather upholstery, a 10-speaker Bose sound system, power-adjustable front seats, adaptive LED headlights, gloss black grille accents, 19-inch black alloy wheels, a sunroof, wireless phone charging, and a power-opening boot.

This comes in addition to bits and pieces such as the 10.25-inch infotainment, tri-zone climate control, tire pressure monitoring, and keyless entry that you get on the more affordable CX-8 variant.

There are relatively few additional options available on Mazda products – they come fairly well equipped as standard.

Key details 2024 Mazda CX-8 G25 GT SP

Price $59,310 plus on-road costs

Color of test car Deep Crystal Blue Mica

Options None

Price as tested $59,310 plus on-road costs

Drive-away price $64,697 (Melbourne)

Mitsubishi Outlander Rivals | Kia Sportage | Volkswagen Tiguan

How big is a Mazda CX-8?

I'm a big fan of this test car's dark blue exterior paint and how well it pairs with the burgundy leather upholstery inside the cabin. The burgundy leather seats are on the firmer side, but the supportive bolstering keeps drivers and passengers put.

It's far from the newest car in its segment, but the dashboard design has kept pace with its rivals and it feels like a premium space. The CX-8 only gets a small sunroof over the front seats that doesn't allow in too much light, and while it looks smart, the black headlining doesn't help the cabin darken.

There is seat heating, as an added convenience, which is quick to warm up on a winter's morning, plus an easy-to-operate tri-zone climate-control system found just above the center console.

Storage-wise, there's a small, lidded center console bin between driver and passenger, plus two large cupholders that I tended to hold my phone, wallet and keys inside. A small stowage tray is found in front of the shifter with a wireless phone charger, while other options include the door pockets and glovebox.

The second-row space accommodates tall passengers like my 194cm height, and it's handy that the seat base slides (manually) forward and back as needed. Plus, the backrest reclines. There are map pockets, air-con controls, sun shades, a fold-down center armrest with cupholders, and two USB ports. There's also outboard seat heating.

Access to the third row is made simple thanks to a one-touch button that folds the second row away, or there's a latch which is slightly quicker. The room in the third row isn't horrible for adults, but I imagine it'd be quite commodious for a couple of kids.

The only caveat with the CX-8's back-seat space is that it's tight width-wise when fully laden with passengers.

Boot space stands at 209 liters behind the third row and up to 775L behind the second row. Handily, there is underfloor storage that makes for a neat hiding place for valuables, although the high load lip doesn't make hauling heavy items easy.

2024 Mazda CX-8 G25 GT SP

Seats Seven

Boot volume 209L seats up

775L seats folded

Length 4925mm

Width 1845mm

Height 1725mm

Wheelbase 2930mm

Does the Mazda CX-8 have Apple CarPlay and Android Auto?

The latest version of the Mazda Connect infotainment system does service in the CX-8 GT SP, and it's a slick unit to use and navigate through. Instead of a touchscreen that almost all rivals use, Mazda persists with a rotary controller to cycle through menu systems and between functions.

It's simple to use when cycling through Mazda's own infotainment, but it's a downright pain when using wireless Apple CarPlay (or Android Auto).

The main infotainment display measures 10.25 inches and the smaller digital instrument cluster is 7.0 inches. This trails rivals such as the Kia Sorento which has a 12.3-inch main screen.

Other functions of the software include embedded satellite navigation, AM, FM and digital radio, and Bluetooth phone connectivity. I had problems with the Bluetooth phone connection throughout my time with the car – all of a sudden the connection dropped and I was unable to pair my phone for the remainder of the week. It wasn't ideal, although at least I could use tethered Apple CarPlay.

There is no provision for app-based phone connectivity for controlling things like remote climate control, heated seats, and remote locking yet. However, Mazda is beginning to introduce this technology on the 2024 MX-5 soon. More models will follow in due course.

There's a small display housed within the instrument cluster that shows graphics for car-following, rev-counting, and fuel data. Many competitors will use a fully-digital layout if that's something you're looking for in a family SUV, but the Mazda unit presents nicely and contains enough information.

Is the Mazda CX-8 a safe car?

The Mazda CX-8 has a five-star ANCAP safety rating that was awarded in 2018. This will expire at the end of 2024.

Rivals such as the Kia Sportage also earned five stars with ANCAP – as do most other medium SUVs.

Calling out the specifics, the CX-8 earned a 96 per cent score for adult occupant protection, 87 per cent for child occupant protection, 72 per cent score for vulnerable road user protection, and 73 per cent score for safety assistance systems.

2024 Mazda CX-8 G25 GT SP

ANCAP rating Five stars (tested 2018)

Safety report Link to ANCAP report

What safety technology does the Mazda CX-8 have?

The Mazda CX-8 comes with a suite of active safety measures summarized below.

I loved the Mazda's adaptive cruise-control system that keeps appropriate distances to the car ahead, even though the lane-centring isn't the most sensitive to road markings. There were times when the car bounced within its lane, and it didn't always keep steady.

There are annoying beeps for blind-spot monitoring that caught me during highway driving, although it can be turned off in the settings.

Autonomous Emergency Braking (AEB) Yes Includes pedestrian detection, night-time awareness

Adaptive Cruise Control Yes Includes traffic jam assist

Blind Spot Alert Yes Alert function only

Rear Cross-Traffic Alert Yes Alert and assist functions

Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist

Road Sign Recognition Yes Speed limit alert

Driver Attention Warning Yes Can toggle on/off inside infotainment

Cameras & Sensors Yes Front and rear sensors, reverse camera

How much does the Mazda CX-8 cost to run?

Included with all new Mazda models is a five-year/unlimited-kilometre warranty that is accompanied by a five-year roadside assistance program. This is basically par for the segment – many manufacturers are doing better, but several rivals offer the same coverage.

Services are scheduled to take place every 12 months or 15,000km (whichever occurs first). Cumulatively, the first three visits will cost $1325, while five will run out to $2235. As a comparison, servicing for the Mitsubishi Outlander petrol costs $947 over three years through Mitsubishi's network, while five years costs $1495.

The Mazda CX-8 GT SP FWD costs $1635 to insure per year based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

This compares with a $1358 quote for a Skoda Kodiaq Sportline or $1779 for a Peugeot 5008.

At a glance 2024 Mazda CX-8 G25 GT SP

Warranty Five years, unlimited km

Service intervals 12 months or 15,000km

Servicing costs $1325 (3 years)

$2235 (5 years)

Is the Mazda CX-8 fuel efficient?

Thankfully, the Mazda CX-8 only needs to be refueled with 91-octane regular unleaded petrol – some other medium SUVs, particularly from European manufacturers, require their vehicles to be refueled with the more expensive 95-octane premium unleaded.

Mazda claims the CX-8 GT SP sips 8.1 liters per 100 kilometers over mixed driving conditions. In my experiences with the car that claim is fair – I saw 8.2L/100km. However, my driving leans towards highway use.

Toyota's Kluger seven-seat SUV last recorded 10.0L/100km on test with us in 2023. The last time we reviewed a Skoda Kodiaq Sportline it was rated at 9.7L/100km.

Fuel efficiency 2024 Mazda CX-8 G25 GT SP

Fuel cons. (claimed) 8.1L/100km

Fuel cons. (on test) 8.2L/100km

Fuel type 91-octane unleaded

Fuel tank size 72L

What is the Mazda CX-8 like to drive?

The reoccurring thought I kept while driving the Mazda CX-8 GT SP is that although it's getting on in age, it drives extremely well. I wish Mazda's newer Large Architecture SUVs were this plush.

Comfort levels inside the cabin are high, and the suspension dispersion imperfections are big or small. Ruts on the road are ironed out without fuss, you can hit speedhumps at a decent clip and not upset the car, and even potholes don't deter the CX-8's on-road progress.

Unfortunately, this motor isn't turbocharged like the old CX-9's and only makes do with 140kW/252Nm sent to the front wheels. However, the Mazda's feels punchy enough down low in the rev range, so it's unlikely you'll be left stranded when pulling up to a speed limit after a corner.

The transmission is responsive to kick-down throttle inputs and serves up the right ratio when needed. It's just a lack of top-end power that can be frustrating when touring away from town on highways. Overtakes need that little bit more thought before they're safely performed, and the CX-8 needs more of a 'run-up' than alternatives such as the bigger Kia Sorento and its 3.5-litre V6.

Buyers might worry about the petrol CX-8 being front-wheel drive only, but I didn't need the extra traction throughout my week with the car. In all likelihood this car will spend its time ferrying the family, not conquering off-road trails, so the front-wheel drive is more than adequate for this kind of car.

Steering efforts are smooth and true, offering decent feedback about front-wheel traction underneath. The CX-8's body is easy to place within lanes and even maneuvering into parking spots isn't difficult.

The only struggle I had with the CX-8's outward vision was the annoyingly magnified driver's side mirror. This is a consistent Mazda problem endemic throughout the Mazda range and it makes for tricky right-hand merging. I wish they'd simply utilize normal mirrors.

Key details 2024 Mazda CX-8 G25 GT SP

2.5-litre four-cylinder petrol engine

Power 140kW @ 6000rpm

Torque 252Nm @ 4000rpm

Front-wheel drive type

Six-speed automatic transmission

Power-to-weight ratio 76.6kW/t

Weight (curb) 1827kg

Spare tire type Temporary spare

Payload 554kg

Tow rating 1800kg braked

750kg unbraked

Turning circle 11.6m

Can a Mazda CX-8 tow?

The petrol Mazda CX-8s is rated to tow up to 750kg unbraked or 1800kg with a braked trailer. Our test car didn't have towing hardware installed, but it felt as though the car could tow quite sturdily. However, if there were a scenario where the Mazda's lack of torque might become a problem, it's likely towing uphill.

The CX-8 has a maximum payload of 554kg, accommodating for up to seven passengers weighing 79kg each.

Should I buy a Mazda CX-8?

While a lot of attention is leveled at the new Large Architecture SUVs, the CX-8 is a familiar nameplate to Australians and the model continues to offer a roomy interior, smooth and comfortable driving refinement, and is nicely equipped for the money. It's also much cheaper than Mazda's newer seven-seat range.

It misses out on some of the niceties you'd expect in similar alternatives – such as a touch-enabled screen and a fully-digital instrument cluster – but the overarching package is well appointed and feels premium.

The CX-8 continues to exude the right experience we looked for in a seven-seat SUV – but it's worth checking out its rivals too, such as the Kia Sorento Sport+, to decide whether that alternative better suits your needs.

But bargain hard on a CX-8 purchase, as the brand attempts to rid its dealer lots of existing stock, and you'll be rewarded with a good seven-seat SUV for years to come.

How do I buy a Mazda CX-8? The next steps.

This review focuses on the Mazda CX-8 GT SP variant with a petrol motor. At Drive we recommend the GT SP variant as the healthy balance between price and features – so it's the model grade to go after when shopping for a Mazda CX-8.

I asked Mazda about the remainder of its stock and learned the brand has two months' worth of supply sitting in dealerships around the country. This stock is largely made up of Touring petrol FWD, Sport petrol FWD and GT SP petrol FWD variants.

The next step on the purchase journey is to check the Mazda website for stock of your preferred CX-8 variant. You can also find Mazdas for sale at Drive Cars For Sale.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Mazda dealer via this link. We'd also recommend test-driving the Toyota Kluger because it is popular with consumers and is a good benchmark.

Share:

Read More

2024 Mitsubishi Pajero Sport GLS

The Mitsubishi Pajero Sport is a low-cost way to get into the rugged seven-seat family SUV market with comprehensive features and plenty of space. But it's starting to feel its age, and that pricing isn't as irresistibly sharp as it once appeared.

2024 Mitsubishi Pajero Sport GLS

The Mitsubishi Pajero Sport may seem like a relatively new option in the large SUV market with less than a decade in the Australian market. However, the model's bloodline actually started with the Challenger, which has been popular with local customers since the mid-1990s.

This current model was introduced in 2015, but was updated with a facelift and some tech enhancements in the middle of 2023. Its new 'dynamic shield' styling brought its looks into line with the rest of the family, while a few upgraded features were also introduced, but it's essentially the same Pajero Sport underneath that arrived nearly 10 years ago.

You can still have a very affordable entry GLX or the more premium Exceed and GSR, but here we're focusing on the middle-of-the-range GLS, which in many model lines often represents the value pick of a line-up.

How much is a Mitsubishi Pajero Sport?

The Mitsubishi Pajero Sport range opens with the bargain-basement GLX for $44,940, but it sacrifices significant kit to come in under $45K, including the third row of seating and four-wheel drive.

To hop into a more serious Pajero Sport costs $49,940, which gets the same level of specification but with seven seats and four-wheel drive. At the top of the pack the Exceed offers a flagship fit-out for $60,690, or the black-pack themed GSR will set you back $62,440 – all before on-road costs.

In the middle of the pack, however, the GLS is available with seven seats and rear-wheel drive for $50,190 (as tested here) or the four-wheel-drive GLS for $55,190, both prices not including on-road costs. On paper, either version would appear to offer a good balance of equipment and practicality without investing extra cash in some of the more aspirational trimmings if the budget is tight.

There's no shortage of options in the large SUV market, but the pickings become slimmer when you refine the offerings down to proper four-wheel-drives with seven seats. But if you don't necessarily need that go-anywhere capability, saving $5000 might make the rear-drive version quite attractive.

While the Pajero Sport used to be one of the most affordable, it's now being challenged for price and specification by some mainstream rivals.

For about the same cash, Ford's Everest can be had in the entry-level Ambiente in rear-wheel drive ($53,990 +ORCs), Isuzu's mid-range MU-X is slightly higher-priced ($55,900 +ORCs) in the LS-U 4x2 , while Toyota's 4x4-only Fortuner is available from $53,775 +ORCs for the entry-level GX.

If price is paramount, there are also a couple of lower-priced options from challenger brands such as the GWM Tank 300, LDV D90, SsangYong Rexton or Mahindra Scorpio.

Key details 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Price $50,190 plus on-road costs

Color of test car White

Options Tow bar kit – $1495

Electric brake controller – $689

Carpet mats – $236

Price as tested $52,610 plus on-road costs

Isuzu MU-X Rivals | Toyota Fortuner | Ford Everest

How big is a Mitsubishi Pajero Sport?

Space is something the Pajero Sport offers in abundance. While its relatively chunky drivetrain robs a little around the footwells and center console at floor level, the cabin is spacious and light.

There's lots of space for occupants in both the front and second rows, with plenty of room in the rafters for taller passengers. Head room in the front row is up to 1022mm, while it's still generous in the second row measuring 957mm but getting a little tight in the back with 917mm.

The door pockets are a little skinnier than some rivals, and the storage cubby ahead of the gear shifter could be a bit more accommodating. But there's a very useful and versatile space below the console, along with two useable cupholders and a decent central storage bin toward the back.

Mitsubishi is refreshingly honest and descriptive with its claimed boot and load area volume.

You can have up to a 673-litre boot if the five-seat is chosen, but as this is the seven-seater its boot shrinks to 502L, which is on the small side for a large SUV. With the third row of seating in place there's still 131L of space left, which is about average.

Volume with the second row stocked is, again, about average at 1488L. With the maximum load bay freed up, items measuring up to 1575mm in length can be accommodated and there's up to 1370mm of width to play with, or 1000mm if loading between the wheel arch intrusions.

Those storage capacities are worthy of merit given the Pajero Sport's exterior, and while large, it is not the biggest in class with an overall length of 4825mm and a width that measures 1815mm. Height comes in at 1835mm.

Having the third row as a seating option is handy, but commissioning the rearmost seats is not the smoothest process, while stowing is a bit fiddly too. In addition, there's a relatively small gap for entry and exit between the second-row seats and door aperture, which makes the process of loading a full car of people a bit tricky.

Standard comfort and convenience equipment is well represented with two USB sockets and a 12-volt power socket in the second row. There's another 12-volt socket in the boot and one for the front row as well, along with a 220-volt powerpoint.

About the cabin you'll find six cupholders, four bottle holders, a decent center storage bin with tray in front, keyless entry and start button, reasonable quality fabric upholstery, leather for the steering wheel, and backrest adjustment for second and third row seating but no slide adjustment. The latter is a notable omission.

As it's the GLS, the tailgate is power-operated, there's privacy glass for the rear windows, while the second-row occupants are offered their own climate-zone controls.

2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Seats Seven

Boot volume 131L to third row

502L to second row

1488L to first row

Length 4825mm

Width 1815mm

Height 1835mm

Wheelbase 2800mm

Does the Mitsubishi Pajero Sport have Apple CarPlay and Android Auto?

While the Pajero Sport offers a good level of technology for the price, most of it starts to feel a little dated. The 8.0-inch central touchscreen is relatively small by today's standards, and there's no digital driver's instrument cluster to complement it unless you go for the Exceed or GSR.

And while there is a small color screen between conventional gauges, there is no option for a digital speedometer reading among its display content.

Thankfully, Android Auto and Apple CarPlay are both supported in all grades, which partly redeems the aging graphics. If you don't want to plug in a device, the GLS has its own navigation. Wireless connection is not supported.

Nice chunky climate-control dials and buttons are appreciated over HVAC functions buried in virtual menus, even if the display looks a little 1990s digital.

Only the Exceed and GSR grades of Pajero Sport get the option to use Mitsubishi's Remote Control Smartphone App, which allows the user to operate the tailgate remotely and car finder function, for example.

Standard tech for the GLS includes a six-speaker sound system, digital radio, a pair of USB points for the front seats, and an HDMI input.

Is the Mitsubishi Pajero Sport a safe car?

Mitsubishi Pajero Sports built prior to January 1, 2023 were awarded full five-star ANCAP safety ratings. Those built after that date are officially unrated, for now. ANCAP's assessment criteria mean ratings six years or older 'expire', and without a retest, old ratings cannot be published as current.

The expired five-star score was achieved thanks to the Mitsubishi Triton on which the Pajero Sport is based. It's not certain the Pajero Sport would achieve the same score today with much stricter protocols.

Seven airbags include one for the driver's knees as well as curtain bags that protect occupants in all rows of seating, including the third row.

2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

What safety technology does the Mitsubishi Pajero Sport have?

Despite the Pajero Sport's relative age, Mitsubishi has been able to continuously update its safety technology, including the critical driver assistance systems that will soon become mandatory.

All versions offer active safety equipment from a low level in the range, with standard items including autonomous emergency braking, hill start assist, speed limiter, and trailer stability assist.

Models higher up the range, such as the GSR variant, score lane-change assist, tire pressure monitoring, adaptive cruise control, blind-spot warning, rear cross-traffic alert, and something Mitsubishi calls ultrasonic misacceleration mitigation that's designed to prevent accidental acceleration at parking speeds.

How much does the Mitsubishi Pajero Sport cost to run?

Mitsubishi offers one of the longest new vehicle warranties in the market with a class-leading 10-year deal or 200,000km, whichever comes first. Unlike most other brands' warranties that allow the customer to service their car wherever they like, the 10-year deal is only honored if the vehicle has been maintained exclusively within Mitsubishi's dealership network. If not, the warranty is reduced to five years, 100,000km.

Customers are offered a fixed-price maintenance deal that costs $1497 for the first three services and $2895 for five, up to 10 years of capped-price coverage, tallying $6890. Both 4x2 and 4x4 models follow the same pricing schedule.

Based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW, insuring a 2024 Mitsubishi Pajero Sport GLS would cost $1680 per year. Insurance estimates will vary based on your location, driving history, and personal circumstances.

At a glance 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Warranty Five years, 100,000km

Service intervals 12 months or 15,000km

Servicing costs $1497 (3 years)

$2895 (5 years)

Is the Mitsubishi Pajero Sport fuel efficient?

Mitsubishi claims the Pajero Sport to be particularly frugal for a large, seven-seat SUV with an official fuel consumption figure of just 8.0 liters per 100 kilometers.

However, in practice it uses a fair bit more with an indicated figure of 11.5L/100km. While our time with the Pajero Sport was spent in a wide range of driving scenarios, it wasn't under the worst conditions for fuel economy.

Only freeway cruising enabled a figure close to the average claim.

Fuel efficiency 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

Fuel cons. (claimed) 8.0L/100km

Fuel cons. (on test) 11.5L/100km

Fuel type Diesel

Fuel tank size 68L

How does the Mitsubishi Pajero Sport like to drive?

Driving a Pajero Sport is a visceral experience. In a world where modern cars are becoming perhaps a little homogeneous and benign, the Mitsubishi offers a mechanical and honest drive that's unfiltered.

We know from previous testing 4x4 variants have a great off-road reputation with a proper low-range transmission and a number of driving modes, underpinned by the traditional ladder chassis and heavy-duty suspension.

Despite the all-terrain focus, however, the Pajero Sport is not fundamentally compromised on the road, even in two-wheel drive guise.

In fact, there's a playful and involved nature to the way this Mitsubishi drives, especially on unsealed roads. There's a bit more chatter to the secondary ride than preferable, but the primary ride is excellent at absorbing big lumps and bumps.

And while the steering has a very low and slow ratio, it manages to be communicative – if you can spin the wheel fast enough.

A 2.4-litre turbo diesel is the only engine option regardless of the variant, and it does a reasonable job of providing 133kW and 430Nm, which is not show-stopping stuff but tractable and readily available.

It's bolted to an eight-speed automatic transmission that, once again, manages to be honest and dependable if a little agricultural, including some gearbox noises clunking and whirring through to the cabin.

But if you can get over the somewhat no-frills character, the Pajero Sport is a fundamentally likeable machine to pilot, with a sense of familiarity and intuitiveness that is reminiscent of hardcore 4x4s of the past.

There are other smaller details that are harder to get used to, such as the reverse sensors that produce warning beeps of such regularity and persistence they are all but useless, while the 'complementing' reverse camera image is too dark and poor resolution.

Steering wheel position is adjustable but limited and prevents the driver's position being spot on, but ergonomically the Mitsubishi is well laid out.

With a fair bit of diesel soundtrack making its way into the cabin, a choppy ride over finer imperfections and a cabin that's feeling a little dated, the Pajero Sport is far from premium in its offering for drivers and passengers alike.

However, the unpretentiousness and mechanical nature will appeal to many owners who want something that does exactly what it says on the tin. For those without the need for 4x4 traction, but still keen on a robust tow rig, or cross-country tourer, the two-wheel drive Pajero Sport delivers.

Key details 2024 Mitsubishi Pajero Sport GLS 7-seat 2WD

2.4-liter four-cylinder turbo diesel engine

Power 133kW @ 3500rpm

Torque 430Nm @ 2500rpm

Drive type Rear-wheel drive

Transmission Eight-speed torque converter automatic

Power-to-weight ratio 63.6kW/t

Weight (curb) 2091kg

Spare tire type Full-size

Payload 619kg

Tow rating 3000kg braked

750kg unbraked

Turning circle 11.0m

How much weight can a Mitsubishi Pajero Sport tow?

While the Pajero Sport might lack a few trimmings and polish, its proposition as a utilitarian hard worker cannot be ignored.

Not only will it haul up to 3000kg with a braked trailer, it also features a maximum payload of more than 600kg (specifically 619kg for the GLS seven-seater 2WD).

owever, with a gross combination mass (GCM) of 5410kg and a curb weight of 2091kg, there's not a lot of capacity left for any load on board if the full towing capacity is exploited.

Mitsubishi has considered a life of towing for the Pajero Sport with potentially holiday-saving sway-mitigating Trailer Stability Assist, which uses the vehicle's stability system to prevent or stop the towed load from becoming unstable at speed.

We didn't get a chance to test the Pajero Sport's towing muscle, but its maximum torque of 430Nm is average at best in a segment where sophisticated twin-turbo and V6 diesel engines are dominating.

Should I buy a Mitsubishi Pajero Sport?

While the Pajero Sport was once a clear champion of the value large SUV realm, its turf is being encroached on by some compelling rivals such as the Isuzu MU-X and Ford Territory.

It's not enough to simply be an affordable option in this super-competitive segment as more brands are demonstrating that you can go semi-premium on a budget.

However, where the Pajero Sport still makes sense is in the hard-working field, and while age is starting to make the range look a little dated, time has proven that Mitsubishi offers a no-nonsense all-terrain wagon that can take on a challenge for the adventurous family or provide the basis for a mean modified rig.

Some practical compromises and a lack of refinement will steer many to look at fresher arrivals, but there are still plenty of adventure enthusiasts who appreciate an honest and unpretentious package like the Pajero Sport.

How do I buy a Mitsubishi Pajero Sport? The next step.

While the higher-grade Pajero Sports offer more equipment, it's harder to justify the spend given they get exactly the same drivetrain and mechanics as the more affordable options.

Instead, we think the smart money is at the mid-level where you'll get a few value-adding features but nothing to detract from a more purposeful vehicle.

If you're interested in putting a Pajero Sport on your driveway or favorite camping spot, the good news is that stock and supply are healthy and there could be some decent model-year runout deals to be had if you contact your preferred dealer.

“We'd encourage interested parties to talk with their local dealers to understand what's available on the floor or in the future pipeline,” said Mitsubishi. "There has been adequate supply to support the recent MY runout campaign."

The next step on the purchase journey is to check the Mitsubishi website for stock of your preferred Pajero Sport variant. You can also find Mitsubishi models for sale at Drive.com.au/cars-for-sale.

We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. Find your nearest Mitsubishi dealer here. We'd also recommend test-driving the Isuzu MU-X and Ford Everest as they both offer a lot of appropriate SUVs for the cash, just like the Mitsubishi.

Share:

Read More

2024 Toyota C-HR

2024 Toyota C-HR

The first-generation C-HR Hybrid was one of the only hybrid small SUVs you could buy when it launched in late 2019, but in 2024, you are spoilt for choice.

There's the Nissan Qashqai e-Power and its unique set-up, the second-generation Kona now available with a hybrid, and the Mitsubishi Eclipse Cross plug-in, not to mention this car's Toyota Corolla Cross hybrid stablemate.

Now kicking off at $42,990 before on-road costs, the new GXL is $11,275 pricier than the previous point of entry, but to be fair, the outgoing model was offered only with an 85kW/185Nm 1.2-litre turbo-petrol engine.

As for the Koba, pricing now starts at $49,990, also up by more than $11,000 compared to before.

However, the top-spec GR Sport sees the biggest jump, increasing around $16,500 to $54,990, putting it well and truly into hot hatch territory.

An affordable Toyota hybrid the 2024 C-HR is not.

To put it into perspective, the Honda HR-V e:HEV can be had for $47,000 drive-away, putting it at around the same price as the range-opening C-HR GXL, but the former is fitted with more upmarket features.

Likewise, the cost of entry into a Hyundai Kona Hybrid starts at just $36,000 before on-road costs and extends to $46,500, while the fully loaded and much more practical Nissan Qashqai Ti e-Power is $51,590.

However, it might be the Corolla Cross that gives the C-HR the most trouble, with prices ranging from $36,480 to $50,030, it's an easier sell because it feels more substantial and has a broader appeal.

Still, Toyota Australia is aware of the new C-HR's high pricing and is banking on the styling of the 'Coupe High-Rider' to appeal to young couples or empty-nesters who don't want something as dated-looking as a Corolla Cross.

To be fair, the C-HR is attention-grabbing thanks to its signature 'hammerhead' front lighting, flat nose, low roof line, and chiseled derrière.

Fun fact: It is also the first Toyota model with flush-fitting door handles!

For the money, standard equipment includes 17-inch alloy wheels, sports seats, a 7.0-inch driver's display, 12.3-inch infotainment system, six-speaker sound system, keyless entry, push-button start, and a bevy of safety systems ( more details below).

Stepping up to the Koba nets you 19-inch alloys, bi-LED headlights, heated front seats, suede interior highlights, a head-up display, 12.3-inch digital instrument cluster, nine-speaker JBL sound system, wireless smartphone charger, and a powered tailgate.

As for the GR Sport, it scores a more potent powertrain, and there are also upgraded brakes, a heated steering wheel, GR floor mats and steering wheel, and aluminum scuff plates.

Three options are available to C-HR buyers, a $775 two-tone premium paint finish, a $1550 two-tone plus premium paint finish, and a $2700 two-tone plus premium paint finish with panoramic roof.

Does that sound like an equipment list to justify a near-enough $50,000 and beyond small SUV? Not to me.

You can now get full battery-electric vehicles or full-fat hot hatches for less money than the new C-HR, so you'd have to really love the styling to opt for Toyota's new small SUV over other models on the market.

Key details 2024 Toyota C-HR

Price GXL: $42,990 plus on-road costs

Koba: $49,990 plus on-road costs

GR Sport: $54,990 plus on-road costs

Options Two-tone premium paint – $775

Two-tone plus premium paint – $1550

Two-tone plus premium paint and panoramic roof – $2700

GXL drive-away price: $47,646 (VIC, before options)

Koba: $55,640 (VIC, before options)

GR Sport: $60,850 (VIC, before options)

Hyundai Kona Rivals | Honda HR-V | Toyota Corolla Cross

How big is a Toyota C-HR?

At least the cabin of the C-HR is a pleasant enough space to be.

It's a Toyota after all, so there is an abundance of hard and scratchy – albeit, hard-wearing – plastics all around, but I like how comfortable the driver feels in here thanks to sweeping door cards that draw your attention forward.

The touchpoints are also nice, with leather found on the steering wheel and shifter, and everything is laid out ergonomically and intuitively.

It's always nice to see buttons for climate controls in 2024, and the C-HR has a dual-zone set-up, while the infotainment system is large and easy to navigate.

The GR Sport flagship also gets a scattering of racier bits in the cabin, including red accenting, branded steering wheel, and aluminum scuff plates.

Storage options are plentiful, although not all that practical. You can get a large bottle in the door pocket, there's a shallow tray for your smartphone and wallet, two cupholders, and a small underarm storage cubby. You'll be able to empty your pockets in the C-HR, but it won't accommodate much else in the front row.

In the second row, though, space is a little lacking luster.

Sitting behind my driving position, I found it hard to get comfortable as there wasn't a lot of leg and head room available for my six-foot-tall (183cm) frame. In fact, if I sit back and upright, my head will foul the roof. I imagine children and smaller adults will be able to fit comfortably, but it is snug.

It's also just quite sparse in the second row. There's no fold-down center armrest, there are no air vents, there's only one back-seat map pocket, and there's no door pocket, just a shallow cupholder and storage tray built into the door cards.

And only in mid-spec Koba and flagship GR Sport grades do you get a single USB-C charging port for second-row passengers.

The funky design comes at a cost, and it is the C-HR's practicality.

Opening the boot of the front-wheel-drive C-HR variant reveals a cavity capable of swallowing 388 liters of volume, compared to 318L in the C-HR of old.

You'll still be able to fit groceries, small luggage cases and the like, but for families with a pram, you'll be better off looking at something like a Hyundai Kona or Nissan Qashqai.

The top-spec GR Sport also has a smaller boot because of the second electric motor driving the rear axle, dropping capacity down to 362L.

Fold the rear seats down and that space swells to 1155L in the GXL and Koba, and 1134L in the GR Sport, making a trip to Ikea or Bunnings a possibility, but rear boot space is not this model's forte.

2024 Toyota C-HR

Seats Five

GXL/Koba boot volume: 388L seats up

GXL/Koba: 1155L seats folded

GR Sport: 362L seats up

GR Sport: 1134L seats folded

Length 4362mm

Width 1832mm

GXL Height: 1558mm

Koba/GR Sport: 1564mm

Wheelbase 2640mm

Does the Toyota C-HR have Apple CarPlay and Android Auto?

All versions of the 2024 Toyota C-HR are equipped with a 12.3-inch multimedia touchscreen with Apple CarPlay and Android Auto functionality. However, the former can be connected wirelessly, whereas the latter requires a cable.

For owners who don't want to use the smartphone mirroring feature, there is also built-in satellite navigation across the new C-HR range, as well as digital radio.

The large, widescreen display looks crisp and feels snappy when jumping around the different functions.

The Japanese brand also offers a myToyota Connect smartphone app with 12 months of free access to Connect+ and Multimedia Connect for all new C-HR buyers.

The myToyota Connect app allows access to an online service booking tool, C-HR instruction manuals, recall notices, and Ampol service station discounts.

However, remote vehicle status monitoring, remote climate-control adjustment, and a vehicle locator are walled behind the Connect+ service, which will cost customers $9.95 per month after the initial 12-month period.

The Multimedia Connect functionality is another $12.50 per month after the complimentary period ends, and allows users to set up multiple infotainment profiles, and push in-car satellite navigation to smartphones for last-mile directions.

Is the Toyota C-HR a safe car?

The 2024 Toyota C-HR is yet to be tested by ANCAP or Euro NCAP, and therefore does not have an official crash-test safety rating.

For what it's worth, Toyota has traditionally performed well in crash testing and fits a lot of required safety equipment as standard for a five-star score.

What safety technology does the Toyota C-HR have?

Despite not having a crash test score, the 2024 C-HR is fitted with a long list of safety equipment that bodes well if, or when, it is examined by ANCAP.

Each grade comes with Toyota's Safety Sense suite that bundles autonomous emergency braking (AEB) with pedestrian and cyclist detection, intersection collision avoidance, emergency steering assist, adaptive cruise control, traffic sign recognition, lane-trace assist, lane-departure warning, and automatic high beams.

Other standard active safety systems include a driver attention monitor, blind-spot monitoring, safe exit assist, rear cross-traffic alert, semi-autonomous parking, a surround-view monitor, and front and rear parking sensors.

Stepping up to the Koba and GR Sport adds adaptive high beams.

All new C-HRs are fitted with 10 airbags.

Autonomous Emergency Braking (AEB) Yes Includes pedestrian, cyclist, junction

Adaptive Cruise Control Yes Includes curve speed reduction

Blind Spot Alert Yes Includes Safe Exit Assist

Rear Cross-Traffic Alert Yes Alert and assist functions

Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist

Road Sign Recognition Yes Includes speed limit assist

Driver Attention Warning Yes Includes fatigue monitor

Cameras & Sensors Yes Front and rear sensors, 360-degree camera

How much does the Toyota C-HR cost to run?

Each new Toyota C-HR comes with a five-year/unlimited-kilometre warranty, which matches the industry standard, but trails Kia and Mitsubishi's seven- and 10-year periods respectively.

Scheduled service intervals are every 12 months or 15,000km, whichever occurs first.

The C-HR also boasts capped-price servicing for its warranty period, with each annual maintenance costing just $200.

This means that over five years, owners could shell out as little as $1000 to keep the C-HR on the road, which is slightly costlier than the Honda HR-V ($995), but much more affordable than the Hyundai Kona Hybrid ($2535).

Due to the newness of this model, our insurer was unable to provide a comprehensive quote for the 2024 Toyota C-HR.

For reference, a Hyundai Kona Hybrid will cost $1504 to insure, while a Toyota Corolla Cross is $1920 and a Honda HR-V is $2280, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

At a glance 2024 Toyota C-HR

Warranty Five years, unlimited km

Battery warranty Five years, unlimited km

Service intervals 12 months or 15,000km

Servicing costs $600 (3 years)

$1000 (5 years)

Is the Toyota C-HR fuel-efficient?

With all versions of the new C-HR fitted with a hybrid powertrain, fuel efficiency is a forte.

Officially, the GXL and Koba feature an official fuel economy figure of 4.0 litres per 100 kilometres, whereas the GR Sport boasts a 4.1L/100km number.

The reason for the variance is that the GXL and Koba make use of a 1.8-litre petrol engine that is paired with a single electric motor with a combined output of 103kW that drives the front wheels.

Share:

Read More