Lexus UX SUV review


"The economical Lexus UX looks and feels great, but falls short on versatility"

The premium compact SUV class is growing rapidly at the moment. Buyers can't get enough of fashionable crossovers such as the BMW X2 and Audi Q2. 'Hybrid' has become something of a buzzword, too, so a hybrid premium compact SUV really ought to be a sales sensation.

This is what Lexus, the upmarket arm of Toyota, hopes for its all-new UX 250h. It's the smallest SUV the company has yet offered, slotting beneath the Lexus NX in the brand's line-up and offering an alternative to its other hybrid model, the more conventionally styled Lexus CT hatchback. It'll also compete against the Jaguar E-Pace and Volvo XC40, while potentially persuading would-be Toyota C-HR buyers to push a little further upmarket.

It comes as no surprise that Lexus should opt for hybrid power in its smallest SUV – the larger Lexus RX was something of a pioneer, offering hybrid power since 2004. The technology has since made big leaps forward in fuel-efficiency, though, and Lexus claims some fairly startling economy figures for the smaller, lighter UX. Modest CO2 emissions figures should make the UX an attractive proposition for company-car users, too.

Externally, the Lexus UX wears the brand's trademark 'spindle' grille, but isn't quite as bold and outspoken as the larger Lexus NX. The overall shape has the sleek silhouette of the latest coupe-SUVs, and despite its tough-looking black wheelarch mouldings, the stance is more soft-roader than go-anywhere vehicle.

That streamlined shape is reflected inside, where interior headroom is more saloon than SUV and the driving position is only a little higher than a typical family hatchback. Boot space is rather meagre, too, so this might be a crossover more suitable for couples than larger parties.

Although some may miss the lofty perch that other SUVs can provide, many will enjoy the UX's sporty driving position; there's no doubt it contributes to the driving experience, which feels a little more involving than some rivals. It just goes to show how capable Toyota's TNGA platform – also found under the Toyota Prius hybrid and latest Toyota Corolla – really is. Four-wheel drive is also offered in the UX 250h hybrid, badged E-Four, but we wouldn't recommend this version unless you really need extra traction in winter, because it makes the car less efficient.

Touted as a cutting-edge product at launch, the UX ticks all the usual safety boxes with autonomous emergency braking, lane-departure warning, traffic-sign recognition and automatic headlights. There's a radar cruise-control system, too, with a mode for use in stop-start traffic at up to 18mph.

Lexus proudly occupies the number-one slot in our 2020 Driver Power owner satisfaction survey, even though the brand's three-year/60,000-mile warranty is less generous than Toyota's.

If you'd rather a longer warranty, the Toyota C-HR hybrid remains a less expensive – and slightly more spacious – alternative to the Lexus UX, but many will find the latter's extra style and interior appeal worth the extra outlay. High-mileage private buyers may find conventional diesel-powered rivals, such as the BMW X1 sDrive18d, will be cheaper to run, too.

Lexus UX MPG & CO2

The Lexus UX 250h uses the very latest hybrid technology that Toyota has to offer, having much in common with the latest Toyota Prius. Official WLTP figures span from 50.4 to 53.2mpg for the standard UX and 47mpg for the four-wheel drive version. We managed 50mpg in a test car, despite the big 18-inch alloy wheels included with the F-Sport trim level.

Stick with two-wheel drive and the Lexus UX emits from 120g/km of CO2 with 17-inch wheels fitted and 126g/km with 18-inch alloys. Benefit-in-Kind (BiK) liability for company-car drivers spans from 27 to 28%. Emitting around 135g/km, the four-wheel drive UX sits in a higher BiK band with either size wheels.

The Association of British Insurers has placed the Lexus UX in insurance groups 22 to 26 out of 50, making the Lexus a little more expensive to insure than the cheaper but mechanically related Toyota C-HR hybrid, which occupies insurance group 14 in top-spec Excel form. Meanwhile, the most economical Mercedes GLA is in insurance group 21, while the BMW X1 starts in insurance group 26.

Lexus offers fixed-price servicing for all models. Although pricing for the UX has yet to be announced, service schedules are sure to match the pattern of other hybrid models in the range, with a major service every 20,000 miles and an intermediate oil-change service every 10,000 miles.

Lexus' three-year/60,000 mile warranty closely matches that provided by Volkswagen and Audi, but falls behind the three-year/unlimited-mileage warranties of Mercedes and BMW. It also lags behind that provided by Toyota, which lasts for five years or 100,000 miles. Lexus can provide an extended warranty, though, keeping you covered once your original policy's age or mileage limit is breached. It's also worth noting that the hybrid powertrain comes with a five-year/60,000 mile warranty for extra peace of mind.

The Lexus UX 250h uses a platform known as Toyota New Generation Architecture (TNGA), which underpins a range of cars as diverse as the Toyota Prius, Toyota Corolla and Toyota C-HR. That fact might not scream 'sporty', but prospective Lexus UX purchasers are in for a pleasant surprise.

Sitting in a driving position somewhat lower than that of most compact SUVs, you're well placed to get the most out of how the Lexus handles. That's no empty gesture, either, because the UX really does offer enough driving involvement to be a pleasure to drive. The steering is accurate and has a pleasingly weighty feel, while strong grip helps confidence in sharp corners.

Lexus claims to have gone to some lengths to make the UX feel good to drive, taking the trouble to mount the steering rack directly to the chassis in an effort to reduce flex and vibration, and these efforts have definitely paid off; the UX is more fun to drive than the Audi Q2 and runs the BMW X2 close. What's more, the car's impressive resistance to lean in corners doesn't come at the expense of a hard ride, at least not with the optional adaptive damping system fitted. We've yet to evaluate how the standard suspension deals with road imperfections.

The UX is available with either front-wheel drive or 'E-Four' all-wheel drive, but the latter is intended more to maximise traction on poor roads and in adverse weather conditions than to bestow the UX with real all-terrain ability. For most buyers, we'd recommend saving the £1,200 or putting it towards a set of winter tyres for the front-wheel drive version.

Lexus UX hybrid engine
Only one engine is offered for the Lexus UX – the 250h. It's billed as a 'self-charging' hybrid, but that tag is little more than a positive spin on the fact that it has no plug-in facility. As a result, the UX can only move under all-electric power at moderate speeds, but it does bring a welcome degree of quietness in urban traffic.

The four-cylinder 2.0-litre petrol engine produces 144bhp and twin electric motors contribute 108bhp, making 0-62mph possible in 8.5 seconds. It feels quicker off the mark than the Audi Q2 fitted with a 1.5-litre turbo and driving is effortless thanks to a CVT automatic gearbox that proves smooth and seamless in operation. Unusually, the paddles either side of the steering wheel aren't for changing gear, but for setting the rate of regenerative braking. This system uses energy released during deceleration to help charge the UX's hybrid battery.

The E-Four four-wheel drive version gets an extra motor for the rear wheels, providing up to 7bhp and 55Nm of pulling power but also adding 60kg of weight. In most driving situations it feels identical to the front-wheel drive version, with enough electric assistance to prevent the petrol engine from feeling overworked. However, with less weight, the standard UX can run in EV mode more often, so unless you park on a slippery field or track every day, the benefits are marginal.

Interior & comfort

The Lexus UX looks and feels great inside

The Lexus UX is generally smooth and relaxing to travel in. At higher cruising speeds, its slippery shape helps to keep wind noise at bay, and occupants will find tyre noise far more intrusive than any other mechanical sound. The clever (optional) active damping system is effective at ironing out road bumps, but we've yet to try the standard suspension.

Lexus has established an enviable reputation for interior design and quality, and the UX doesn't disappoint. The materials used are from the top drawer, and the layout is distinctive and pleasing to look at. Enthusiasts might even spot a few visual influences from the range-topping Lexus LC sports coupe.

Lexus UX dashboard
The UX's dashboard sweeps around the driver, who's placed right in the centre of the action. The instrument cluster is a little smaller than that of some rivals, but its seven-inch digital display is clear and easy to understand and can be configured to your taste.

Lexus UX interior19

Major features, such as the climate-control system, are easy to use thanks to piano-style buttons in the centre console. However, we remain unconvinced by the touchpad system that Lexus employs for its infotainment systems. It's fiddly to use when at a standstill, and worse when you're on the move. There's no Apple CarPlay or Android Auto on board, either, but the wide central touchscreen looks great.

The UX is available in three trim levels. The entry-level model is simply the UX, followed by F Sport and top-spec Takumi.

The UX comes with sat nav, dual-zone air-conditioning and 17-inch alloy wheels, along with compatibility with Android Auto and Apple CarPlay. The F Sport has sporty styling extras to give it a more muscular appearance, as well as 18-inch alloy wheels, sports seats, pedals and steering wheel. The trim level also includes heating for the seats and steering wheel, plus tinted rear windows. There's also the option of Active Sound Control (ASC), which "generates the aural effect of up and downshifts like those of a geared automatic transmission". In common with other cars that offer a digitally synthesised engine noise to increase aural stimulation, the F-Sport is available with Sonic Interaction Design (SID). It allows you to tailor the 'engine sound' when Sport S+ mode is engaged.

The Takumi version of the UX features leather upholstery, ventilated seats, a Mark Levinson 13-speaker sound system, a 10-inch multimedia display, 360-degree camera, driver’s head-up display, sunroof, blind spot monitor and rear cross traffic alert.

Five option packs are available for the UX. The Premium Pack (available for UX and F Sport trims) includes 18-inch alloy wheels, front and rear parking sensors, rear privacy glass, integrated heating in the front seats and steering wheel and an auto-dimming rear-view mirror.

Taking luxury specification to an even higher level, the Premium Plus Pack adds leather upholstery, smart entry, a powered tailgate and illuminated entry system. F Sport buyers also get a 10-inch multimedia display and power-adjustable steering wheel as part of the pack.

Introduced for 2020, there's also a Premium Pro Pack. This includes the kit in the Premium Plus Pack and adds blind-spot monitoring, rear cross traffic alerts, a head-up display, adaptive LED headlights, a 13-speaker Mark Levinson stereo, wireless smartphone charging and power adjustable seats.

The Tech & Safety Pack equips the car with a blind spot monitor, rear cross traffic with auto brake, triple-eye LED headlights, a driver’s head-up display and a wireless charging tray for smartphones. The F Sport model also gets adaptive suspension as part of this pack, which provides automatic, independent, damping force at each wheel in response to driver inputs and road conditions.

The UX model is available with a Tech & Sound Pack that equips the vehicle with the Mark Levinson audio system, head-up display, wireless charger and power-adjustable front seats and steering wheel.

The F Sport model is available with a Takumi Pack, which includes everything in the Premium Plus and Tech & Safety Packs, together with front seat ventilation, the Mark Levinson audio system, a sunroof and 360-degree camera. If you want to inject some extra flair, there's also a new ‘Cobalt’ blue trim colour for 2020, as well as an ‘F White’ colour scheme with contrasting black and white leather for the seats and dashboard.

Practicality & boot space

The Lexus UX is reasonably spacious for passengers, but boot space is tight

The restrictions enforced by the Lexus UX's compact overall dimensions presented its designers with a major challenge when it came to interior packaging, and the sleek crossover is further hamstrung by its low, curvaceous roofline. As a result, although space inside is adequate, there's no mistaking the Lexus UX for a versatile family car.

Lexus UX interior space & storage
Front-seat passengers get by far the best deal inside the UX, where the wraparound dashboard gives the driver a cocooned feeling without claustrophobia setting in. There's more headroom than you might expect, thanks largely to the low-set seats.

The same is true in the back, but the narrow windows don't let a great deal of light in. It means rear-seat passengers get the impression of there being less space than there actually is, and most will actually find knee and headroom adequate.

Boot space
With a high floor, boot space is just 320 litres - a small size for the class and 150 litres less than the BMW X2 offers. Things get even worse with four-wheel drive fitted, because the extra mechanical hardware reduces boot space to 283 litres - less than you get in a Ford Fiesta.

The rear seats fold with a 60:40 split should you need to expand the boot without passengers on board, but the steeply raked rear windscreen puts paid to the notion of carrying bulky items.


Lexus RX L review


Seven-seater version of beautifully built Lexus hybrid SUV

The Lexus RX L is a seven-seated version of the Lexus RX, a large SUV that's been offering buyers the choice of hybrid capability for 20 years.

Hybrid SUVs scything through big cities might be commonplace now, but it wasn't the case in the late nineties. Then Lexus came along with the original RX, changing the way posh city dwellers drive. Now people could choose a large car with an imposing seating position that was also kind to the environment.

The RX is equally as good away from tight city streets, and now it has another string to its bow - seven seats, in the form of this RX L.

The RXL goes toe-to-toe with the likes of the Audi Q7, Volvo XC90, BMW X5 and Range Rover Sport. It's pitched as a standalone model that sits alongside the five-door RX. Lexus reckons two thirds of customers will choose five seats, while one third will opt for seven.

Lexus RX 450hL: the seven-seater SUV

Only one variant is sold in the UK: the RX 450h L. The h in that name signifies that it’s the hybrid petrol-electric version. Other markets elsewhere in Europe offer a petrol-only powertrain, but it’s not available here.

The 3.5-litre V6 petrol engine is mated to an electric motor on each axle and the RX L constantly juggles between the power sources; there is an EV Mode button on the centre console that drivers can select if they want to whirr around town silently for ultimate eco-warrior status. Just be mindful that you can only drive for a couple of miles before the small battery will be depleted and the engine kicks in to take over.

Do I have to plug in my Lexus RX L?

No - it is not a plug-in hybrid electric vehicle, or PHEV. Instead, the V6 petrol provides charge to the nickel metal hydride battery pack under the rear seats and this is why Lexus has started referring to the technology as a self-charging hybrid.

The system works well and there is little complication for drivers to tackle; merely slot the automatic transmission into D for Drive and set off. Electronics constantly shuffle the power supply, the only indication of what’s happening being the electronic display between the speedo and power supply dial.

Lexus RX 450hL prices and specs

With only a single engine available, the RX L price structure is very simple. UK prices start from just under £53,000, around £1,300 more expensive than the regular five-seat RX.

Choose from two trim levels: RX 450hL and Takumi.

RX 450hL 20-inch alloys, keyless entry, 12.3-inch infotainment with Apple CarPlay and Android Auto, electric tailgate
Takumi (in addition to standard car) Heated/ventilated front seats, 360-degree camera, Mark Levinson Surround Sound System

Lexus RX L review: what's it like to drive?

It’s important to realise that the RX 450hL shares the same wheelbase as the regular RX - the underlying oily bits are the same and there is no change to the distance between the wheels. Instead, the extra space comes from an elongated rear end, stretched by 110mm.

So, it drives in a very similar fashion to the five-seat car. The Lexus RX L is now a long vehicle at precisely five metres and heavy at around 2.2 tonnes, but it never feels unwieldy. Although the parking sensors and cameras are really appreciated when squeezing into tight spaces.

On the road, the RX 450hL has a laid-back gait: this is an extremely relaxing car to drive, with impeccable refinement, whisper-quiet powertrain and little wind noise (double glazing helps here). At a cruise, it is extremely impressive.

However, that peace is disturbed somewhat if you go for an overtake or drive up a steep hill; the Continuously Variable Transmission (CVT) gearbox sends the revs soaring sky-high as the V6 engine wakes up and provides its thrust. In fairness, the powertrain is much better than earlier iterations and in day-to-day driving, it’s much more relaxed.

It is impressive how frequently the car runs on electric power alone; a green EV logo lights up in the dashboard and you simply cruise silently for long stretches in and out of town, virtual halo firmly intact above your head.

If you want a dynamic, more involving drive, we’d look at the more engaging BMW X5 or Range Rover Sport; the RX is somewhat detached and sterile, even in Sport mode. But we commend its focus on chilled-out comfort: it’s bang-on for the Lexus family character and SUV buyers favouring comfort and premium luxury over cornering prowess will love it.

Practicality and those seven seats

Lexus RX 450 hL rear-most seats are good enough for occasional useEnlarge0videoEnlarge41photo
Accommodation in the front and middle rows is generous. There is no transmission tunnel at all for the second row, meaning lots of space for feet. Headroom is plentiful too.

There is an impressive 150mm of fore-aft adjustment of the middle row, letting you juggle space for luggage and limbs. Crucially, it also means you can slide the bench forwards to ease entry to the third row (an easy, one-handed affair).

Seats six and seven fold up and down electrically and are best reserved for children or small adults on short journeys. Room for head and legs is tight, though competitive with the class norm, and there’s third-row climate control as standard so kids in the back can be as cool or hot as they wish.

Perhaps more impressive than back-row accommodation is luggage space: unlike some seven-seaters, the boot is a decent size at 495 litres when set up as a five-seater. Pop down both rows of rear seats and the cargo bay stretches to an echoing 966 litres. With all seven pews up, there is 176 litres worth of space in the boot.

Build quality is exceptional throughout; Lexus has interior quality licked and we have every reason to expect the RX L to be a safe and trouble-free long-term proposition.

Lexus RX 450hL emissions and running costs

This is one of the RX’s party tricks: its hybrid powertrain brings with it devilishly attractive tax and running cost advantages, especially if you’re a company car driver. There is no diesel option at all.

Claimed CO2 emissions start at 185g/km, rising to 186g/km for models with a sunroof. Fuel economy meanwhile is stated at 34.4mpg. In reality, we expect 40+mpg to be a feasible result in typical driving.

Be warned that service intervals are shorter than the German competition’s: you’ll have to visit your local Lexus dealership every 10,000 miles or annually. Insurance group rankings vary between group 41 and 43, depending on which spec level you plump for.

Lexus RX 450hL infotainment

The Lexus received an updated infotainment system in 2019 - something it desperately needed. The old one was outdated and fiddly becuase it used a mouse-operated multi-controller system.

Luckily, the new system is a lot easier. The 12.3-inch central touchscreen is methodical in design, while if you don't want to use that on the move there's a trackpad with haptic feedback like you'd find on a high-end phone.

It all works effortlessly, although there are lots and lots of options we suspect many people may not ever use, and it's still not as easy to use as traditional systems like you'll find in the BMW X5. At least the Lexus has physical buttons for the heating system - unlike the Volvo XC90.

Phone connectivity is also here with Apple CarPlay and Android Auto, both of which basically make the car's infotainment system work like your phone.


Lexus GX Review, Interior, Exterior, Engine, Price


The new 2021 Lexus GX is a luxury vehicle built upon a durable and capable traditional SUV platform. Considering what we can find on the market this model is most likely Toyota 4Runner.

Interesting facts about owners of Lexus GX

Interesting fact is, compared to the segment, the Lexus GX is popular with women. Official data shows that 48% of Lexus GX owners are female, compared to 37% of all midsize premium SUV owners. The Lexus owner base is younger, too, with a median age of 53 (vs. 58). Their median household income is $193,750 (vs. $198,923).

For example, they are less likely to agree that they’re willing to pay extra for safety features (86% vs. 90% for the segment) or an environmentally friendly vehicle (46% vs. 52%). Only 30% of Lexus GX owners claim that a first consideration in a new vehicle is fuel economy (vs. 44%).

Similarly, GX owners are less likely to agree that they like a vehicle with responsive handling and strong acceleration (91% vs. 95%), or that they like a vehicle that stands out from a crowd (79% vs. 84%).

Lexus GX owners the most care about reliability. With 98% of GX owners agreeing that this factor is a first consideration when they choose a new vehicle (vs. 94%). Also, 91% of GX owners agree that they need a versatile vehicle that accommodates a busy lifestyle (vs. 85%).

Lexus GX owners say their favorite things about the GX are (in descending order) the visibility and safety, driving dynamics, exterior styling, interior design, and engine/transmission. Owners indicate their least favorite things about the GX are (in descending order) the seats, climate control system, storage and space, infotainment system, and by a significant margin, fuel economy.

2021 Lexus GX Exterior

When we take a look on new model, we can say that the 2021 GX is immediately recognizable as a Lexus. Though it remains boldly proud of its jutting snout, the redesigned grille and new triple-beam LED headlights with signature L-shaped running lights bring greater cohesion to the SUV’s styling. Also, with the Sport Design Package, bigger 19-inch aluminum wheels help to fill the GX’s wildly flared fenders. Nevertheless, the Lexus GX remains a love-it-or-hate-it proposition.

2021 Lexus GX Interior

There are two big changes when we speak about interior.

The first is replacement of the Mahogany wood trim in the Premium and Luxury trim levels with a trendy new gray Sapele wood, as well as, a new Rioja Red upholstery color is available, complete with a black headliner.

All other things will be more or less the same. Equipped with an analog cabin in a digital world, the GX’s controls, switchgear, and comparatively remedial technology reveal the SUV’s advanced age more than anything else. At the same time, fans of buttons and knobs will be in heaven, especially since the GX’s controls are clearly labeled and easy to use.

Shorter people might find the GX a bit of a climb to get into, but this Lexus GX is comfortable once you’re inside. It doesn’t offer front seat massage, though, and the range of adjustment is limited compared to many other midsize premium SUVs.

Adults relegated to the third-row seat will be unhappy, especially since access to them is awkward at best. Most suitable for children, this seat is located alarmingly close to the GX 460’s tailgate, which means you might want to think twice about carrying youngsters back there.

With triple-zone climate control, overhead air vents for rear passengers, and the previously mentioned ventilated front seats, the Lexus GX easily combatted high summertime temperatures. The controls are, however, oddly located between the stereo controls and the infotainment system’s touchscreen display.

According official information from Lexus you can use the voice recognition system to adjust the cabin temperature. On my first attempt, the system instead changed to satellite radio channel 75. On my second attempt, I successfully changed the climate control to 75 degrees.

Embedded touchscreen display to its lack of Apple CarPlay and Android Auto smartphone integration, the Lexus GX’s infotainment system represents yester-tech in a vehicle that costs this amount of money. Furthermore, the voice recognition system isn’t as advanced as what many competing models offer.

Perhaps the most advanced feature is Lexus Enform Remote. Both smartphone and smartwatch compatible, this app-based technology works with Siri, Google Assistant, and Amazon Alexa to provide remote access to certain vehicle functions and data, to monitor vehicle usage, and to find the SUV when you can’t remember where it's parked. This service is free for one year, along with Lexus Enform Destination Assist personal concierge service.

Considering the space, the Lexus GX will have the lack of cargo utility is a concern. There is little cargo space when the third-row seat is raised. You can line up grocery bags, and that’s all. Space measures 11.6 cu.-ft., but that figure is only relevant if you’re stacking items. Third, maximum cargo space measures 64.7 cu.-ft. This isn’t much for a midsize SUV that weighs more than 2.5 tons.

Most people are likely to use the GX with the third-row seat folded down. So configured, it holds a generous 46.7 cu.-ft. of cargo. Note, however, that the load floor is high, making it more difficult to load heavy items.

Interior storage is not generous, either. The center console bin is adequate, but otherwise, there are few places to stash things. This is especially true given that the glove box is stuffed full of vehicle documentation such as the thick owner’s manual.

Visibility is excellent all around. Tall glass, large side mirrors, and various camera views help to make the GX maneuverable. However, the low-resolution reversing camera is another example of the SUV’s old technology, resembling grainy security camera video after dark.

For 2021, Lexus makes several driver assistance and collision avoidance features standard for the GX. They include adaptive cruise control, forward collision warning with pedestrian detection, automatic emergency braking, lane departure warning, and automatic high-beam headlights. Lexus Enform Safety Connect is also standard, free for the first 10 years of GX ownership. It provides automatic collision notification, SOS emergency assistance, and quick access to roadside assistance.

Like the rest of the GX’s technology offerings, these systems are basic rather than advanced. The adaptive cruise control does not operate at low speed and cannot bring the SUV to a stop let alone accelerate again after stopping. The forward collision warning and lane departure warning systems use the same chime, making it hard to discern which feature is attempting to get your attention. And that chime is irritating, prompting disuse of the lane departure warning technology.

2021 Lexus GX Engine

All models of Lexus GX 460 are equipped with a 4.6-liter V8 engine making 301 horsepower and 329 lb.-ft. of torque. Notably, the torque peaks relatively low at 3,500 rpm. A 6-speed automatic transmission with a Sport driving mode distributes the power to all four wheels through a full-time 4-wheel-drive system.

The V8 engine delivers plenty of oomph, and the automatic transmission shifts unobtrusively at all times. When accelerating from a stop, the throttle response can be too eager, resulting in sudden leaps forward. Be careful in thick traffic, when parking, and when putting the GX into a garage. Lexus says that it takes this 5,130-pound SUV 7.8 seconds to accelerate to 60 mph and that the GX tows up to 6,500 lbs.

The 4WD system includes a transfer case and electronic engagement of 4-Lo. The GX 460 supplies 8.1 inches of ground clearance and features both downhill assist control and hill assist control.

A new Off-Road Package installs a Crawl Control off-road cruise control system that regulates speed while the driver focuses on steering the best line across difficult terrain. Additionally, this package adds a Multi-Terrain Select traction system that regulates power delivery based on the surface conditions underneath the tires. A fuel tank skid plate, a transmission cooler, and a Multi-Terrain Monitor that even shows what’s underneath the SUV add to the GX’s capabilities.

Light off-roading is no problem for the standard Lexus GX, especially with the adaptive variable suspension that can raise the vehicle for extra clearance. Add the Off-Road Package and some all-terrain tires, and this SUV likely matches Jeep and Land Rover in terms of its exploring capabilities. This is one of the GX’s key selling points.

2021 Lexus GX Fuel Economy

The new 2021 Lexus GX is not a fuel-efficient vehicle. It gets 15 mpg in the city, 18 mpg on the highway, and 16 mpg in combined driving. This aligns with the testing average, which came to 16.1 mpg. Based on the EPA data and the 23-gallon fuel tank, the GX travels a maximum of 368 miles between stops at the gas station.

2021 Lexus GX Price expectation

Final pricing for the 2021 Lexus GX was not available as this review was published, but we expect that the price will be around $69,000.


The main reason to buy a Lexus GX is for its off-roading capability. Thirsty with fuel, sometimes difficult to drive smoothly, lacking utility, and technologically well behind the competition, the Lexus GX is overdue for a complete redesign.

Land Rover Defender SUV review

"The Land Rover Defender has returned with an incredible repertoire of talents, including a strong range of plug-in hybrid, petrol and diesel engines"

This is the all-new Land Rover Defender, the long-awaited, much-hyped replacement for Britain's most famous SUV. It returns some four years after production of its predecessor stopped, and manages to be both similar and yet significantly different.

Its design clearly pays tribute to the original ‘Landie’, albeit in original new ways, and Land Rover still claims it's the best off-roader you can walk into a showroom and buy. However, its advanced technology, improved performance, luxury and safety kit mean the Defender has been parachuted into the 21st Century.

We'll let you decide whether its design is a success, but it certainly looks appropriately chunky, and details like its front and rear lights are impressively intricate. There are plenty of personalisation options too. It may be that you love the basic Defender with steel wheels, but hate the range-topper with gargantuan alloys, or vice versa. Similarly you may prefer the looks of the three-door Defender 90 or longer five-door 110, and there’s an even lengthier 130 also in the pipeline.

Inside, the Defender has a rugged, industrial aesthetic, characterised by exposed bolt heads, metal surfaces and an exposed magnesium crossmember that forms part of the car’s structure. It's also unique thanks to an optional jump seat between the front occupants that can make the 90 or 110 a six-seater. A third row of seats is also available for the 110.

Passengers are treated to the latest in-car entertainment and connectivity, with Land Rover's Pivi Pro system using two modems to ensure it can be wirelessly updated, even while being used for media, navigation or traffic updates.

At launch, a pair of four-cylinder 2.0-litre diesel engines with 197 or 237bhp were available, badged D200 and D240 respectively. These have now been replaced by a pair of 3.0-litre six-cylinder engines with mild-hybrid electrical assistance. In base D200 trim, this engine produces 197bhp, which increases to 247bhp in mid-range D250 spec and 296bhp in the range-topping D300 version.

The entry-level P300 petrol is unchanged with a 2.0-litre four-cylinder engine producing 296bhp. For those wanting more power, a 394bhp 3.0-litre straight-six petrol P400 mild hybrid is also available in the top X trim, but a starting price of £81,000 means it probably won't be a common sight on UK roads.

A P400e plug-in hybrid was introduced as part of the 2021 revisions and is the first PHEV powertrain in the history of the Defender. This model combines a 2.0-litre four-cylinder petrol engine, an electric motor and a battery pack, and is the most powerful Defender available, producing 398bhp.

The PHEV version is the fastest Defender until Jaguar’s Special Vehicle Operations division creates a high-performance V8 model, which is expected later this year. The entry-level diesel costs from £45,000 and every version has an eight-speed automatic gearbox, low-range gears and four-wheel drive.

The D240 diesel is capable of getting the Defender from 0-60mph in a respectable 8.6 seconds, but it's the way the Land Rover feels to drive that's most surprising. The steering is direct and responsive, tucking the nose into corners with little hesitation and while there's some body roll, this suits the Defender's character. This is a Defender that's sporty and enjoyable to drive along a twisty road, thanks to the chameleon-like nature of its adaptive air suspension.

Off road, the same setup can extend, providing enough articulation to see the Defender crawl over almost any obstacle and wade through almost a metre of water. It's almost unstoppable off-road, and surprisingly comfortable while tackling the very roughest terrain. It can also tow up to 3,500kg and carry an unbelievable 300kg on its roof.

The Defender has always been innovative, and the latest version is one of the most intelligent cars we've ever tested. It may be rather uneconomical - at least until the plug-in arrives - but it makes up for this with impressive on and off-road manners, and an incredibly well considered design for demanding buyers, their passengers and all their gear.

Land Rover Defender SUV - MPG, running costs & CO2

Defender buyers will be able to choose between diesel, petrol and mild-hybrid power, depending on what suits their needs and driving habits the best. Sadly, none provide especially low running costs.

Land Rover clearly prioritised performance, versatility and rugged looks over fuel-efficiency - just as they did with the original. Even the most economical version of the new Defender just manages to tip over 30mpg, while (WLTP) CO2 figures north of 230g/km mean company-car drivers will face a hefty Benefit-in-Kind bill.

Unlike the original Landie, which had the same commercial status as a van or pickup, the new standard versions of the Defender 90 and 110 are classed as private vehicles, with the van-like 90 and 110 Hard Top the only versions to be classed as commercial vehicles. A plug-in hybrid is now available, and we expect a range-topping V8 model to arrive in due course - details of the latter have yet to be confirmed.

The Defender was launched with two diesel 'Ingenium' 2.0-litre turbo engines badged D200 and D240, returning up to 32.2mpg in the 90 and 31.7mpg in the Defender 110. CO2 emissions span from 230-253g/km (WLTP).

These have been replaced for 2021, with a new 3.0-litre straight-six diesel engine boasting mild-hybrid tech. The D200 version of this engine can manage around 32mpg, a figure which is closely matched by the more powerful D250 and D300 models. All three engines emit 231-233g/km of CO2.

The 2.0-litre turbo petrol P300 can manage around 24mpg with emissions of over 260g/km, the same ballpark figures as the 3.0-litre P400 mild hybrid. Thanks to its 19.2kWh battery pack, the P400e plug-in hybrid can manage up to 27 miles on electricity alone, giving it official figures of 85.3mpg and CO2 emissions of 74g/km. This should make it the cheapest Defender to run by some margin and the only one that should be on company-car shopping lists. It also just qualifies for free entry into the London Congestion Charge zone, sneaking under the current threshold by 1g/km.

The battery can be charged at home using a 7.2kW wallbox, taking it from 0-80% in two hours. It will also be possible to use a 50kW rapid-charger (using the supplied cable), for an 80% charge in 30 minutes.

Insurance groups
Insurance groups for pricey, complex SUVs tend to be a bit higher than for normal cars. That's certainly the case here, because even the entry-level D200 sits in group 31 out of 50, while the D240 First Edition sits in group 38. That's the same rating as the P300 petrol receives in SE trim, while the P400 X is in group 44.

Land Rover provides a three-year/unlimited-mileage warranty with its new models, which matches BMW and Mercedes. It's not as generous as some brands, though; the Kia Sorento comes with a seven-year warranty as standard.

Land Rover offers servicing plans that can help spread the cost of maintenance, so they're worth exploring with the dealership. It's also worth noting that diesel engines require AdBlue top-ups every so often.

 Land Rover Defender SUV - Engines, drive & performance

The Land Rover Defender has a wider range of talents than almost any other vehicle on sale

It might be one of the most loved models of all time, but one thing the Defender was never famous for was its everyday performance. Enough low-down grunt to get up steep bank and tow a trailer, yes, but not straight-line speed away from the lights.

With a more advanced powertrain, the new Defender has a far broader set of talents. Its advanced adaptive four-wheel drive and air suspension (on top trims) ensures it's still capable of traversing the world's most inhospitable terrain, but it can also tear from 0-62mph in as little as six seconds.

Just as impressive as its on-paper statistics, there's the fact it's simply fun to drive as well. Many have questioned whether the new Defender would tread on the toes of the Discovery, but from behind the wheel it instantly has a character of its own. Its steering is more alert and faster to react, while the Defender's air suspension is firmer and there's more feedback flowing back through your fingertips and the seat as you drive.

Attack a British road, and the Defender is instantly enjoyable and feels surprisingly sporty, digging its front tyres into the road. It's remarkably composed too; the fact the body leans slightly through faster corners and the nose lifts under acceleration only seems to add to its character.

Yet, the same suspension can transform to scale ruts, wade through deep water and absorb torturous bumps. Every Defender is fitted with an eight-speed automatic gearbox that also has low-range ratios designed for off-road driving and towing. At Eastnor Castle's off-road experience centre, sections have been opened up for the first time in a decade to test the Defender's extreme capabilities. A set of tortuous undulating water-filled pits is a particular challenge, and just when you think the Defender is about to get stuck, its Terrain Response 2 software modulates power to the wheels to find just enough traction to drag it out the other side.

Designed around Land Rover's new D7x platform that's incredibly stiff - and has been subjected to years of rigorous testing during its development - the Defender has approach and departure angles of 38 and 40 degrees respectively, along with a 900mm wading depth. It can tackle 45-degree side slopes and inclines, and its Terrain Response 2 system can be used to adjust the chassis and differentials manually or simply be left in Auto, where it recognises the surface you're driving on.

The Defender launched with two versions of the 2.0-litre 'Ingenium' diesel engine, badged D200 and D240, with the same 430Nm of torque but 197 and 237bhp respectively. Both get an automatic gearbox and permanent four-wheel drive as standard, and cover the 0-60mph dash in 9.9 seconds and 8.7 seconds.

Early impressions are that it's the best use of the engine yet, and we especially like how Land Rover has altered its sound. This has been done by augmenting engine noise using the car's audio system, with the resulting background noise more like a rumble than a high-pitched diesel growl. A sensitive throttle pedal means the D240 engine also feels impressively responsive.

Land Rover is already replacing them with larger 3.0-litre straight-six diesel engines equipped with mild-hybrid hardware. These are badged D200 (with 197bhp), D250 serving up 247bhp and D300 with 296bhp. Acceleration from 0-62mph takes 10.2, 8.3 and 6.7 seconds respectively.

Petrol engines
Unlike the previous iteration of Defender, buyers can choose between two petrol engines, badged P300 and P400. The smaller 2.0-litre turbo gets 296bhp, propelling the car from 0-60mph in 7.6 seconds, while the 3.0-litre straight-six P400 has 395bhp and gets to 60mph in six seconds.

The P400 is also fitted with 48-volt mild-hybrid electrical assistance, designed to harvest the energy normally wasted under deceleration and store it in a small lithium-ion battery. This can be used to bolster the engine's torque under acceleration and provide stop and start more of the time when waiting in traffic.

It's the most fun version to drive, for now, with a tuneful sound from its six-cylinder petrol and impressive acceleration. Interestingly, there are no steering wheel-mounted paddles for the automatic gearbox, as engineers don't feel they fit the Defender ethos, but you can nudge the gearstick to shift manually. The engine and steeringing again feel surprisingly willing for a big, heavy SUV.

Plug-in hybrid engines
The Defender P400e plug-in hybrid uses a 2.0-litre petrol engine, electric motor and a 19.2kWh lithium-ion battery. With a combined 398bhp, it's the fastest Defender available until an anticipated performance model arrives with a V8 engine, getting from 0-62mph in 5.6 seconds. Unfortunately, the P400e is limited to the Defender 110 model. Air suspension and 20-inch alloy wheels come as standard.

 Land Rover Defender SUV - Interior & comfort

Former Defender owners won't recognise the level of luxury and comfort on offer

The Defender's interior is like nothing else on the market today, combining retro nods to the original like exposed screw heads and bare metallic surfaces, along with the debut of new technology for the entire Land Rover brand.

As you'd hope, there are also innovations, such as a system that uses real-time camera feeds to offer a view of the obstacles immediately ahead without the nose of the car getting in the way. ClearSight can also be used to provide an uninterrupted rear-view mirror, even if the Defender is loaded with passengers and luggage or the rear window is caked in mud.

Fans of industrial design will adore touches like the powder-coated aluminium surfaces and magnesium bulkhead, the latter being a functional part of the Defender's body structure. It's undeniably tough-looking, and its extreme off-road capabilities are reinforced by the quantity and sturdiness of grab handles for passengers to cling onto. The flat, horizontal shapes are clearly a nod to its predecessors, as is the jutting centre console with a stubby gearlever and oversized switchgear.

But it's not completely retro; there's a modern aesthetic not unlike the design of the latest Apple Mac Pro. The 10-inch Pivo Pro infotainment system is all new, using dual-eSIM modems that can receive over-the-air software updates and provide media and navigation without interruptions. An auxiliary battery also means it can work in the background even when the Defender is parked up, and resume more quickly. It also supports a mobile app that can be used to interact with the Defender and set the climate control remotely.

Land Rover certainly hasn't held back when it comes to offering a wealth of trim levels and customisation options to customers. Even the trim levels are somewhat overwhelming, with Defender, S, SE, HSE, First Edition and X all offered, along with a myriad of options that even extend to what sort of roof you'd prefer.

The standard 110 model comes fitted with rather appealing 18-inch gloss white steel wheels, LED headlights, heated front seats, the 10-inch Pivi Pro system, surround cameras, cruise control and air suspension. S adds 19-inch alloy wheels, leather upholstery and digital instruments, while SE upgrades the headlights with a 'signature' look for the daytime running lights, along with keyless entry, 20-inch wheels and ISOFIX for the front passenger seat. It also adds some key features like a 10-speaker stereo, electric steering column and ClearSight rear-view mirror.

HSE increases the luxury further with a folding fabric roof (Defender 90 only, with a sliding panoramic roof for the 110), Matrix LED headlights, extended leather interior and a heated steering wheel. The range-topping X gets a black roof and bonnet, black exterior trim, orange brake calipers, front skid plate and tinted rear lights. It also has more off-road hardware, but you wouldn't know it inside thanks to Walnut veneer, heated rear seats and a 14-speaker stereo. It's also only available with the most powerful D300 and P400 engines.

It's hard to know where to start with the Defender's options, but rest assured its packs and accessories cover every eventuality, from a tow bar to a ramp that makes it easier for your dog to clamber into the boot.

A good kicking off point is the curated equipment packs called Explorer, Adventure, Country and Urban. Explorer adds the famous snorkel air intake, a roof rack, waterproof side-mounted gear carriers, a matte black front badge and items like mud flaps and a cover for the spare wheel.

The Adventure pack includes an on-board pressure washer (with a 6.5-litre tank) designed for rinsing off boots and outdoor sports gear, scuff plates, mud flaps, and an integrated air compressor. There’s a similar roster of add-ons in the Country pack. In contrast, the Urban pack adds metal pedals to the interior, while rear bumper scuff plates, a spare wheel cover and front skid plate protect the exterior.

 Land Rover Defender SUV - Practicality & boot space

Configured wisely, the Land Rover Defender offers serious load-lugging abilities

Like the rest of the Defender's attributes, the practicality on offer is also highly flexible and customisable. The biggest decision facing buyers will be whether to go for the five-door 110 model, or the three-door 90. An even larger Defender 130 with eight seats is also expected to arrive later on.

Land Rover Defender interior space & storage

Choose the three-door 90 and the Defender can still carry up to six people. That's thanks to a unique jump seat between the front seats, made possible by the dashboard-mounted gearlever. It's big enough for kids, and when the optional middle seat isn't in use, folding it forwards transforms it into a large central armrest and cubby. The biggest sticking point is the lack of rear doors because anyone getting in the back has to climb rather high to negotiate the front seats.

The 110 is also offered in a 5+2 layout, which is Land Rover speak for adding two smaller seats in the boot. These are best suited to kids but adults may also be able to travel for shorter hops in a pinch.

There are also handy features like USB or 12-volt power sockets for charging portable devices, a backpack that secures to the rear seat and 'click and go' system for middle-row passengers to attach tablets, bags, laptops and jackets. Then there are innovations like the side mounted 'Gear Carriers' that are 24-litre lockable and waterproof containers that mount on the Defender's rear window pillars in a similar fashion to motorcycle saddle bags.

The five-seat Defender 110 has 1,075 litres of cargo space behind the seats, expanding to a massive 2,300 litres when the seats are folded down. A rubberised floor is designed to shrug off spills and be brushed or wiped clean. The Defender 90 is notably less spacious, with a shallow 397-litre boot that's smaller than a Honda Civic's.

It's worth noting that the Defender has a traditional side-hinged tailgate, not a hatchback like most of the SUVs currently on sale. This can be fairly heavy (it also carries a full-size spare wheel) and will require some room behind the vehicle to open fully. However, it does open on the correct side for UK roads, with the opening towards the kerb, and is a characterful nod towards its predecessor.

Defenders have long been used for towing, and the latest version is seriously capable. It can pull a 3,500kg braked trailer, and the Defender itself has a maximum payload of 900kg. It can also accept a static load on its roof of up to 300kg.

New Land Rover Discovery Sport PHEV review

The Land Rover Discovery Sport P300e plug-in hybrid promises 135mpg and an all-electric range of 38 miles, but does it deliver?


The switch to plug-in electrification does bring a compromise or two to Land Rover’s most affordable family SUV. You’ll need to accept it as a five-seater only, and it comes with a pretty hefty price that may put off private buyers. But for company car choosers, the considerable BiK savings are impossible to ignore; this is a very practical vehicle that is still good to drive, and suddenly more affordable.

The Land Rover Discovery Sport really upped its game when it switched platforms as part of a mid-life update last year. Mild-hybrid power helped the family SUV to deliver much-needed efficiency gains - but now there’s the option of a plug-in hybrid version that could be ideally suited to daily commutes and school runs.

The Discovery Sport P300e shares its basic powertrain with the newly launched Evoque P300e. That means a 1.5-litre three-cylinder petrol engine driving the front wheels, and 107bhp electric motor on the rear axle, delivering four-wheel drive when required. There’s 15kWh battery, too - enough, Land Rover claims, for the car to travel up to 38 miles on electric power alone. With a Benefit-in-Kind tax rating of 10 per cent, that should make this Disco Sport a hefty chunk cheaper for company car choosers than any of its siblings.

The adoption of the part-electric powertrain doesn’t affect the Disco Sport’s four-wheel drive credentials; the electric motor on the back axle is always on standby for slippery conditions and off-roading, even if the official battery capacity is at zero. It does remove the possibility of the Disco Sport’s occasional third-row seats, sadly - but the boot capacity beyond the second row is still cavernous, at 963 litres.

If you’re wondering if a three-cylinder engine-based powertrain can have enough shove to cope with such a practicality-focused model, you needn’t worry. The instant torque from the electric motor allows the Disco Sport to glide around town without much effort at all. It would feel quite at home completing a week’s worth of short school runs on EV power alone, frankly - and the ability to go from zero to 80 per cent of battery capacity in less than 90 minutes on even a 7kW home wallbox would make overnight recharges very easy indeed.

The car’s behaviour on the open road is a slightly different matter. We’ve been impressed with the P300e powertrain’s smooth transitions in the Evoque and that trait is present and correct here too, we’re glad to report. Keep the Disco Sport in Hybrid mode and should you extend the system to the point where the engine kicks in, you’ll barely notice the start-up. In this area at least, Land Rover’s is among the best set-ups that we’ve experienced.

The engine itself, though, is definitely more vocal in the Disco Sport than it is in the Evoque. It doesn’t appear to be revs-related either, but there are harmonies and chirps allowed through to the cabin in the Disco that simply aren’t present in its smaller, style-focused stablemate. We’re bemused by this - the installation ought to be damn-near identical - but perhaps there’s a layer of soundproofing that gets applied to Range Rovers but not to Land Rovers.

Either way, just accept that you will get some three-cylinder grumble here - but in the grand scheme of things it’s probably no worse than what you’d experience with a modern diesel. And as with the Evoque, you can use a natty gauge in the instrument panel to temper your attitude on the right-hand pedal and, battery level permitting, prevent the engine from being called upon at all, particularly around town.

The drive itself is every bit as accomplished in P300e form as it is in regular Disco Sports. The transmission in the PHEV is an eight-speed auto (compared with nine-speeds elsewhere in the range) but it’s a solid performer, smart enough to work with the driver and delivering smooth shifts when required.

There’s no getting around the fact that this is a tallish SUV, so there’s a bit of body roll in corners, but in general it’s well controlled and there’s bags of grip to give you confidence, even in slippery conditions. The steering remains slower than in the Landie’s German rivals, but it’s precise enough and makes it easy to place the car in corners. Front visibility is still a strong point, too, and the ClearSight digital rear-view mirror helps to eliminate blind spots behind you.

The 2021-model-year Discovery Sport gets Land Rover’s latest Pivi Pro infotainment system, which is a huge leap over what was previously offered. It delivers proper smartphone integration and the system has quick to respond to inputs.

Curiously, the P300e is being restricted to R-Dynamic editions of the Discovery Sport - although you at least have the option of S, SE and HSE once you’ve ticked that initial box. That means you get plenty of kit, even at the entry point that we’ve driven here, but it does bump the price up to the point where private buyers would need to think hard about the potential savings on running costs.


The new 2022 Range Rover from Land Rover factory

Land Rover has been spotted testing a prototype for a redesigned Range Rover.

The new mid-size luxury SUV is expected to debut alongside a redesigned version of the stretched Range Rover Long Wheelbase late next year, which means we'll likely see it arrive as a 2022 model. A new Range Rover Sport should also be coming, likely one year after the Range Rover.

Land Rover only last year introduced an updated Range Rover that offered a new inline-6 engine and mild-hybrid system as the base power train. But the current generation dates back to 2013 so it makes sense the redesigned, fourth-generation model is coming up soon.

Compared to the current Range Rover, Land Rover's design team looks to have implemented a slightly less boxier shape for the redesigned model's cabin. The wheel arches also appear to be a bit more pronounced. Finer details, like the accents in the lights.

Land Rover is working on a Redesing for new Range Rover.

Release date for  Redesign 2022 Range Rover

 The regular as well as long-wheelbase versions of the redesigned, fourth-generation Range Rover are expected on sale in late 2021 as 2022 models. A new Range Rover Sport should also be coming, likely one year after the regular Range Rover.

Underpinning the vehicle will be Land Rover's new MLA (Modular Longitudinal Architecture) platform that debuts this year in a Jaguar XJ. It was previously thought the platform would debut in the redesigned Defender but Land Rover went with an evolution of the D7 platform instead for the off-roader. The D7 platform underpins the outgoing Range Rover and Range Rover Sport, as well as the Discovery.

The MLA platform has been designed to fit battery-electric powertrains and will eventually underpin most models from the Jaguar and Land Rover brands. The platform will also be lighter than the aluminum-intensive D7 platform.

2022 Range Rover Engine

Regarding engine, expect the that 2022 Range Rover Redesign to feature the inline 6 engine and mild-hybrid system. The setup is good for 355 horsepower and 365 pound-feet of torque in base P360 guise and 395 hp and 406 lb-ft in sportier P400 guise.

Above this should be a new plug-in hybrid setup featuring the inline-6 engine mated to an electric motor at the front axle and a second electric motor powering the rear axle. The current Range Rover plug-in hybrid only has a single-electric motor setup. A battery-electric engine will also be offered in the new Range Rover at some point.

It isn't clear if a V-8 will be offered with the redesigned Range Rover, though a deal with BMW Group could potentially make it happen. Jaguar Land Rover and BMW Group are already poised to share some engines and electric engine, and hopefully a V-8 is on the cards.

Production will be handled at Land Rover's plant in Solihull, United Kingdom, where the current generation is built.

Range Rover Evoque VS LandWind X7

Range Rover Evoque and LandWind X7 failed to validate the patent in China. Anyhow, Jaguar Land Rover legal proceedings are set to continue. The reason why they didn’t succeed are the designs who displayed before a patent application was issued. Jaguar Land Rover remains committed to pursuing legal action against the LandWind in a separate unfair competition and copyright case, according to news agency Reuters.

About LandWind X7
Release date of LandWind X7 was at the 2015 Guangzhou Motor Show. This fair was especially noticeable because just one hall away JLR launched a locally made Evoque. That was the first product of its joint venture with Chinese manufacturer Chery. At the time president of the JLR joint-venture, wouldn’t comment on the competitor copy of LandWind X7. They wish to promote just a advantages of Evoque and details regarding joint-venture.

In the meaning time Land Rover filed an action against copyright and unfair competition in a court in Beijing’s eastern district, Chaoyang.

Price difference Range Rover Evoque vs LandWind X7
LandWind X7 was promoted in Chinese market with price for base model of $ 16.800,00. If we compare with the price of be locally produced Evoque, difference is $ 48.000,00. The incredible price difference of these, on first look the same models, provide a great advantage to LandWind X7 on the Chinese market.

Price comparison: Range Rover Evoque vs LandWind X7

New Evoque – $ 64.800,00

New Land Wind X7 – $ 16.800,00

Difference – $ 48.000,00

Who is better?
Analysts at the Guangzhou Motor Show gave first estimates that the new LandWind X7 has reasonable quality leathers and soft plastics. He noted, however, that many of the panel gaps were irregular, and highligted bubbling of paintwork on corners. Furthermore, the gaps of the rear doors and boot were neither regular nor flush with the sides. The biggest minus of the LandWind was previously scored a zero-star Euro NCAP crash test safety ratings for its Isuzu Rodeo-based X6. There are differences between the cars. The LandWind X7 is larger for 5cm including a 1cm longer wheelbase and most notably has a roof rack.

When we speak about the engine, LandWind has an underpowered 2.0-litre turbo petrol engine delivering 188bhp coupled to either a six-speed manual or eight-speed automatic. Land Rover Evoque offer a 237bhp with a nine-speed automatic unit.

External differences are minor and are more or less the same. This is carried over into the interior which sports a very similar dashboard layout.

One of the few areas where the LandWind X7 wins out is that it has a larger infotainment touchscreen than the Evoque.


2022 Kia Carnival First Drive Review: So Long, Sedona

No Ferris wheels or fried dough, but the Carnival is good fun.

Drop the fantasy for a moment. As much as we'd all love to project the rough-and-tumble, outdoorsy ruggedness associated with the deep-voiced sales pitches in SUV ads, how often are you really tackling anything more challenging than a gravel parking lot or a dusty fire road?

Buyers in need of three-row seating but who won't capitalize on the off-road Sporting aspect of a sport utility vehicle can get loads more utility out of a less ostentatious, less understood class of vehicle. The clever buyer shops for a minivan—or as Kia is calling it, a multipurpose vehicle (MPV). As much as we love the SUV of the year-winning Kia Telluride, the new 2022 Kia Carnival MPV could be a smarter fit for most families.

If you haven't heard of the Carnival, you're not alone. Kia introduced it as a new nameplate for 2022 to replace its Sedona minivan, which Kia has sold in the U.S. since the 2002 model year.

The Carnival rides on a lighter, stronger platform than the outgoing Sedona and features boxy, SUV-inspired sheetmetal reminiscent of newer Kia designs, including the Telluride, Seltos, and Sorento. (A neighbor even asked if it was an SUV or a minivan, which surely would thrill Kia's designers.) This is also the first model to don the newly redesigned Kia badge.

Cavernous Cargo Carrying

The Carnival is more spacious than the van it replaces, too. With 40.2 cubic feet of cargo space behind the third-row bench, it has 6.3 cubic feet more cargo volume than the old Sedona and at least 6.7 cubes more than any other current minivan. Stowing the third-row seats is easily doable with one hand via a chunky handle on the back of the seat, and with the seats folded, the load floor is completely flat.

Space behind the second row is class-competitive but a few cubes behind a comparable Honda Odyssey or Chrysler Pacifica. The Carnival's second-row seats are removable (in all models save the range-topping SX Prestige), a feature the Sedona didn't offer. To do so, lift a lever under the back side of the seat and fold the seat forward; removal requires no more than average adult strength, but the awkward shape means it may be wise to enlist the help of a partner.

Those planning to frequently swap between using the maximum space behind the first row and using the second-row seats may be better off with Chrysler Pacifica's Stow 'n Go solution rather than wrangling the second-row seats into and out of the Carnival. Once they're removed, however, not only does the Kia have more space behind the first row than any other minivan, but its cargo volume also measures larger than that of the colossal Chevrolet Suburban (145.1 versus 144.7 cubic feet).

Three Roomy Rows Of Seating

But don't go thinking the Carnival is just a cargo van stand-in. The new MPV can be ordered in seven- and eight-passenger configurations, both with ample legroom in all three rows. Third-row access is near effortless with a one-hand pull of a handle beneath the second-row armrest that folds and slides the seat forward; older kids will have no problem operating it themselves. Third-row legroom matches the Pacifica and is a couple inches behind the Sienna and the Odyssey. A 6-foot-1 passenger has just enough legroom in the way back, but their head likely will be brushing the ceiling. Also, the rearmost windows border on claustrophobia-inducingly small.

The second row is really where it's at. Beyond the 40.5 inches of legroom, its neat aspect comes with the SX Prestige and its "VIP" second-row seat. The Prestige swaps out the standard second-row bench for two leather-lined, heated, and cooled lounges that are more comfortable than the furniture in most living rooms. You can slide them way back, to make room for the Prestige's party trick: full recline with power-extendable legrests. Friends compared them to the plush recliners in upscale movie theaters. At $47,275, the Carnival SX Prestige is pricey, but it's less than other top-spec minivans. And it easily represents the most luxurious rear seating experience in any car under $50,000.

Up front, there's an 8.0-inch touchscreen infotainment system featuring Apple CarPlay and Android Auto as standard, but that's only on the base model. All other trims showcase a huge 12.3-inch display that's set high on the dash to keep your eyes near the road. Through the infotainment screen, the driver or front passenger can access the cabin camera and the intercom (standard on EX and above), which allow parents up front to talk to and keep an eye on kids in the back without turning around.

Living With The Kia Carnival

For the most part, it all comes together as a well-executed people mover.

There are six USB charging ports in the car (eight with the rear seat entertainment displays) plus two three-prong household outlets and two 12-volt power outlets. Including the wireless charging pad that's standard on EX trims and higher, it's possible to charge as many as 13 devices at once. The Carnival has 11 cupholders, too—no matter how many people you pack into this thing, no phone need go uncharged and no cup or juicebox unheld.

The interior design is just as handsome as the bodywork. Kia integrates metal-look trim throughout the cabin, and leatherette upholstery is standard on the EX and SX. Especially with the Prestige trim's dual 12.3-inch front displays, the cabin gives off real Mercedes-Benz vibes. That said, the metallic trim can cause dangerous glare for the driver in the wrong light. What's more, Kia's overreliance on capacitive-touch buttons for HVAC and infotainment controls can be frustrating, as they lack tactile feedback and can be tough to find without taking your eyes off the road.

SX trims and above include dual 10.1-inch displays as part of a rear entertainment system. The displays feature preinstalled apps for streaming Netflix, Youtube, and Twitch, and there's a kids mode with graphics by Pinkfong, the South Korean children's educational empire behind last year's Baby Shark phenomenon. Factor in the HDMI, USB, and wireless device-mirroring capabilities, and the entertainment prospects are vast.

The rear entertainment displays are not perfect, however. Streaming content through any of the preinstalled apps requires connecting the system to a paired smartphone's Wi-Fi hot spot because unlike its competitors, the Carnival does not include one. In an effort to treat the Carnival as a mobile office for an afternoon, we were also frustrated to find the HDMI input produced a fuzzy, low-res image and too much lag to accurately use a cursor, though Kia insists the examples we drove were pre-production units and this could change.

Kia Carnival Driving Impressions

The biggest surprise from our time with the Carnival? How well it drives.

Kia has developed a new 3.5-liter naturally aspirated V-6 for the Carnival. With 290 hp and 262 lb-ft, it's the most powerful engine in the segment and is tied for the most torque. Paired with a smooth-shifting eight-speed automatic that is rarely caught in the wrong gear, the engine provides ample acceleration. The Carnival is also rated to tow 3,500 pounds, which is typical for this class.

Vans like this need to ride well, too, and this Kia achieves that. The combination of relatively soft springs and tires with plenty of sidewall delivers a plushness that won't wake the baby in the back seat if you hit a pothole. More impressive, though, the Carnival exhibits next to no body roll and minimal secondary ride motions. It's genuinely fun to drive. And when you're just on a highway slog, Kia's lane centering and adaptive cruise control systems are among the best in the business.

That Highway Driving Assist is part of a generous collection of driver assist active safety tech. Automatic emergency braking, pedestrian detection, lane centering, blind-spot monitoring, rear cross-traffic alert, driver attention warning, and rear occupant alert are all standard, even on the base model. The EX trim adds front parking sensors and Highway Driving Assist adaptive cruise control; the SX gains auto rear braking and an (invaluable) high-res 360-degree camera system; and the SX Prestige boasts a blind-spot camera feed in its 12.3-inch digital instrument cluster.

Our only complaint about the mechanicals is the lack of choice. With the new Sienna debuting with a hybrid-only powertrain and Chrysler offering a plug-in hybrid Pacifica, some buyers will be dismayed by the Carnival's 22 mpg combined fuel economy rating. (Queried about the lack of a hybrid offering for the Carnival, a Kia representative said, "Be on the lookout for what's in store. ") Drivers in colder climates may also be lured away by Chrysler and Toyota's available AWD—the Carnival is FWD only.

The Verdict

We mentioned earlier that Kia is marketing the Carnival as an MPV, a multipurpose vehicle. Nothing wrong with that; it can manage stand-in duty as a comfortable road tripper, an executive luxury limo, or even a full-blown cargo hauler.

But consider the Carnival's strengths: smooth ride; thoughtful, family-friendly features; intuitive tech; and a vast, high-quality cabin. Lean in to the stereotype, Kia. The Carnival is an excellent modern minivan.


2022 Kia Sportage Redesign, Specs, Price, Exterior, Interior

Already in the US Europe dealerships promote rumors regarding new Sportage. Based on forecast the 2022 Kia Sportage will make a great success on the market. The model presents several novelties in its interior and exterior. 

Do you want to get to know him better? 

Main competitors of the 2022 Kia Sportage are:

Hyundai iX35; Mitsubishi ASX; Fiat Freemont; RAV4; Subaru Forester.

The next-generation 2022 Kia Sportage will have completely new exterior

With the last generation marking only a superficial change for the model, the next generation is likely to bring about a more radical redesign. We’ve seen Kia’s next-generation SUV design/engineering methods in action with the 2020 Kia Telluride and upcoming 2022 Kia Seltos so we think the next 2022 Kia Sportage will look more like these and less like the older wave of Kia SUVs.

According our oppinion a sportier and more athletic exterior appearance with fewer curves and more ridges. We expect to see a boost in the ground clearance as well as the Sportage leans into its name and becomes Kia’s nameplate for off-road and overland adventuring.

The updated interior for 2022 Kia Sportage

Regarding Interoor of new 2022 Kia Sportage will be floating touchscreens, with safetz and tech benefit for drivers.

They’re also in line with modern automotive design that sees the dashboard stretched horizontally rather than vertically. We fully expect the interior of the next-generation Kia Sportage to look more like the Chinese Sportage – the Kia KX5 – and less like the current model.

2022 Kia Sportage Exterior, Price and position on the Market

Kia’s SUV lineup is in a strange spot at the moment. The introduction of the Kia Seltos, which is larger than many expected, has put some strain on the Kia Sportage which only exceeds the front-row legroom of the Kia Seltos by one-tenth of an inch, the rear legroom by two-tenths of an inch and is actually rated for less maximum cargo volume with all seats down (60.1 cubic feet in the Kia Sportage vs. 62.8 cubic feet in the Kia Seltos).

While the Sportage enjoys a longer wheelbase, and consequently a smoother ride (presumably), it’s going to have to make a stronger appeal to drivers who may be inclined to choose the upcoming Kia Seltos and its sub-$22,000 starting MSRP (which includes AWD) over the compact SUV.

We think the Kia Sportage will move up in overall size, allowing Kia to position it as a ruggedized compact SUV that is more poised to go up especially against the likes of the new RAV4 and Subaru Forester.

While the current Kia Sportage emphasizes its luxurious amenities and quirky styling, we think Kia will direct drivers who want a luxurious SUV to find it in the Kia Sorento.

Jeep Grand Cherokee

The Grand Cherokee is the first version of famous Jeep manufacturer. This SUV model represents the icon of the factory.

The main competitors of 2021 Jeep Grand Cherokee are Ford Edge, Hyundai Santa Fe Sport and 4 Runner. When we check all the details of new Cherokee we can say that he is in premium segment, and that for this model, main competitors will be the BMW X5 and Mercedes GLE.

The new Cherokee will have a beautiful design. Accurate on the off-road purpose, the particular GC features 8.6 ” involving terrain space, together with the performance-concentrated SRT version resting a little decrease. The new Cherokee will have a 18-inches off-road wheels.

Most of models of Grand Cherokees be given a newly designed 7-slot grille.

Jeep 2019 2020 Jeep Grand Cherokee Two Tone Interior Unlimited Lovely of 2019 Srt8 Jeep New Interior

2021 Jeep Grand Cherokee offer 2-row/5-man or woman layouts there is indeed not any next-row solution. This unique format gives perfect place intended for vacationers plus a healthier 36.3 cubic ft. Also it include a freight place associated with your back car seats.

Basic option which offer Cherokee is Laredo types. He seem the particular aspect along with material, yet improving merely one toned gives potential operations on the driver. Other better options offer much better leather material and possess warmed up in addition to ventilated top car seats.

The 2021 Jeep Grand Cherokee will offer a numerous engine options. The regular 3.6-liter V6, which provides outstanding potential in addition to fuel economy. The actual 5.7-liter V8 built-in amplifiers within the possibility visibly, nevertheless fuel economy can last. There is undoubtedly a 3.-liter EcoDiesel V6. He provides one of the most torque associated with an engine preserve an SRT’s V8 not to mention receives terrific fuel economy.

By using a 475-horse strength 6.4-liter V8, it really is common 4 tire push technique is created for the highway, possibly not your trail, established through it has the 4.8-secondly 0-60-miles per hour time frame. Most of Grand Cherokees will have a fantastic 8-rate intelligent transmission.

Basic model of Cherokee is Laredo and he will start with the price of $31,300 for the 2WD version. If you take some equipment you will easy come on $40,000, but if you take a 4WD the price will go up from $44,000 to $54,500 (depending on the equipment level). The best what you can chose is Grand Cherokee SRT with the price around $68,000 – $70,000.

Featured Posts

Contact Info

  • New car reviews - Read the definitive new car reviews. Find your perfect new car by browsing our independent, informative and helpful car reviews.
  • This email address is being protected from spambots. You need JavaScript enabled to view it.
  • This email address is being protected from spambots. You need JavaScript enabled to view it.
We use cookies to improve our website. By continuing to use this website, you are giving consent to cookies being used. More details…