Category Archives: NEW CARS

NEW CARS

Toyota Electrifies the Hilux While Keeping Its Work-Truck Roots

The Toyota Hilux has survived just about everything short of atmospheric reentry. It’s slogged through floods, clawed its way out of mud pits, and famously endured being dropped from a Top Gear crane—though, notably, not from a helicopter. Now Toyota is testing the Hilux with a far more existential challenge: staying relevant in a future where diesel is no longer king.

At this week’s Brussels Motor Show, Toyota unveiled the Euro-spec ninth-generation Hilux in two new flavors: a mild-hybrid diesel and the first-ever fully electric Hilux BEV. Both trucks debuted earlier in Asia, but their arrival in Europe signals something bigger. This isn’t just an update—it’s Toyota hedging its bets.

One Truck, Many Futures

Toyota calls it a “multipath strategy,” which is corporate shorthand for “we’re not betting everything on one powertrain.” And for many Hilux buyers, that means business as usual. The familiar 2.8-liter four-cylinder diesel lives on, now paired with a 48-volt mild-hybrid system. Output remains 201 horsepower (204 PS), and the truck retains its crucial stats: a 2,205-pound payload and a 7,720-pound tow rating.

In the UK and most of Europe, Toyota expects this mild-hybrid diesel to be the volume seller—even after the EV arrives. It’s smoother and slightly cleaner than before, but more importantly, it doesn’t ask loyal Hilux owners to rethink how they work.

Some markets will even get a non-hybrid diesel, proving that Toyota still understands where the Hilux earns its living.

The Electric Hilux: Tough, but Compromised

The real headline, of course, is the Hilux BEV. Powered by a 59.2-kWh battery and dual motors—one on each axle—it delivers permanent all-wheel drive and instant electric torque. The front motor produces 151 lb-ft of torque, while the rear contributes 198 lb-ft.

Range is quoted at 160 miles on the WLTP cycle, which sounds underwhelming until you realize this is a ladder-frame pickup, not a sleek crossover. In urban use, Toyota claims up to 236 miles, which makes the BEV Hilux plausible for city-based fleets and short-haul work.

There are trade-offs. Payload drops to 1,580 pounds, and towing capacity falls sharply to 3,530 pounds. That’s a big hit for traditional truck buyers, but Toyota is clearly aiming the electric Hilux at businesses focused on emissions, taxes, and running costs—not livestock trailers.

Crucially, the fundamentals remain intact. The BEV keeps the body-on-frame construction, 8.4 inches of ground clearance, and a genuinely impressive 27.6 inches of wading depth. There’s even a dedicated off-road drive mode tuned specifically for electric torque delivery and regenerative braking.

Not Just Electric—Hydrogen Is Coming Too

If that weren’t enough, Toyota has also confirmed that a hydrogen fuel-cell Hilux is in development—and already being tested publicly. Yes, the same truck once known for hauling bricks and sheep may soon carry a fuel-cell stack. Whether hydrogen pickups make sense at scale is still an open question, but Toyota clearly intends the Hilux to outlast whatever powertrain trends come and go.

Cyber Sumo Styling and a Modern Cabin

Both the mild-hybrid and BEV versions wear Toyota’s new “Cyber Sumo” design, reportedly developed by the brand’s Australian team. It’s more angular, flatter, and bolder than before, giving the Hilux a tougher, more modern presence—though not everyone will love the look.

The EV stands out with a blanked-off grille and a subtly redesigned silver bumper insert, but otherwise the two trucks are visually similar.

Inside the crew-cab-only cabin, the Hilux finally catches up to modern expectations. A 12.3-inch digital instrument cluster sits alongside a matching touchscreen, and the steering wheel comes straight from the new Land Cruiser. There’s smart storage, dashboard-mounted cupholders, and a full suite of safety tech—balanced, refreshingly, by plenty of physical buttons for things you actually use while wearing gloves.

When Can You Buy One?

UK sales begin in June, with prices expected to land in the coming months. Toyota has already hinted they’ll be higher than the outgoing model, which should surprise exactly no one.

Still, the bigger story isn’t the price—it’s longevity. By offering diesel, mild-hybrid, battery-electric, and eventually hydrogen power, Toyota is making sure the Hilux doesn’t just survive the electric transition. It adapts.

And if history tells us anything, betting against a Hilux is rarely a smart move.

Source: Toyota

NEW CARS

Volkswagen ID.4 Black Edition: Comfortable, Capable, and Content to Cruise

The ID.4 may not be the electric Golf VW once promised, but in Black Edition trim it settles into its role as a refined, roomy, and quietly competent EV SUV.

When Volkswagen rolled out its ID electric lineup, the ambition was nothing short of historic. These were supposed to be the new Beetles and Golfs—cars that would reset the market and define an era. Reality, as it often does, has been more measured. The ID.3 didn’t dethrone the Golf, and the ID.4 hasn’t quite stepped into the Tiguan’s hiking boots. But that doesn’t make the ID.4 a misfire. It just means it found a different lane—and decided to stay comfortably in it.

If the ID.4 were truly forgettable, Ford wouldn’t have used it as the basis for its electric Explorer and Capri. The underlying MEB platform remains one of VW Group’s stronger assets, prioritizing interior space and ride comfort over tire-smoking theatrics. That philosophy is very much alive in the ID.4 Black Edition, the trim level sitting just below the performance-oriented GTX.

The Black Edition starts with the Match trim and adds a dose of visual drama: gloss-black exterior details, blacked-out alloy wheels, and a darker overall vibe that suits the ID.4’s clean, inoffensive shape. More importantly, it bundles in extra equipment and is offered exclusively with the larger 77-kWh battery. Buyers get one major choice: stick with rear-wheel drive or add VW’s 4MOTION all-wheel-drive system. Opt for the latter and the price rises to £48,120—still comfortably more than £4,000 shy of the GTX.

Power doesn’t change either way. Both versions deliver 282 horsepower and a healthy 545 Nm of torque, enough to hustle this electric SUV to 62 mph in about 6.6 seconds. That’s brisk rather than thrilling, and it neatly sums up the ID.4’s character. The all-wheel-drive system adds security but rarely feels necessary; even in slippery conditions, the rear-drive car puts its power down without drama. Push harder and the ID.4 defaults to safe, predictable understeer. This isn’t a car that eggs you on—it gently suggests you calm down.

And honestly, that’s fine. The real satisfaction here comes from the powertrain’s smoothness and responsiveness. Off-the-line acceleration is strong, the mid-range punch makes overtaking effortless, and everything happens without noise, fuss, or urgency. It’s competence served chilled.

The suspension tuning follows the same script. At low speeds the ride can feel a touch firm, but it settles nicely as pace increases, delivering a relaxed, well-damped cruise. Yes, there’s noticeable body roll if you start pretending this is a hot hatch, but there’s also plenty of grip and zero sense of impending chaos. The ID.4 never feels out of its depth—it just doesn’t want to play.

Where it really shines is comfort. The Black Edition comes standard with massage seats, configurable through the central touchscreen, which also allows you to adjust seating positions to free up rear legroom. Not that the back seats need much help: the flat floor, generous legroom, and deep cushions make this an easy place to spend time. The panoramic glass roof does wonders for the otherwise dark interior, preventing the all-black theme from feeling cave-like.

Efficiency, too, is quietly impressive. In freezing conditions, the ID.4 returned around 2.8 miles per kWh, and motorway speeds didn’t send the range estimate into freefall. In fact, the predicted range held steady and even ticked upward at times—a refreshing change from EVs that panic as soon as you hit 70 mph.

Charging is one area where the ID.4 shows its age. A peak DC fast-charging rate of 175 kW is no longer class-leading, though it’s hardly disastrous. Plugged into a suitable charger, a 10-to-80 percent top-up still takes about 30 minutes—acceptable, if unremarkable.

The Volkswagen ID.4 Black Edition won’t rewrite automotive history, and it won’t replace the Golf in anyone’s heart. But it doesn’t need to. What it offers instead is space, comfort, respectable performance, and a powertrain that just works. In a segment crowded with EVs trying to be exciting, the ID.4 is refreshingly content being good. And for a lot of buyers, that might be exactly enough.

Source: Volkswagen; Photos: AutoExpress

NEW CARS

Subaru WRX STI Sport# Prototype: Close Enough to Dream, Too Far to Care

Subaru has never been shy about rolling concepts onto brightly lit auto-show turntables, especially when three little letters—S, T, and I—are involved. The latest to wear that promise is the awkwardly titled WRX STI Sport# Prototype, a car that sounds like a limited-edition keyboard shortcut and drives expectations straight into a wall.

After weeks of teasing that strongly hinted at a proper Impreza-based STI revival, Subaru instead unveiled this prototype at the Tokyo Auto Salon, and the collective enthusiasm of rally faithful immediately dropped a gear. What stood before them wasn’t the long-awaited return of a fire-breathing STI, but rather a mildly sharpened WRX wearing a name that implies more ambition than execution.

That disappointment stings more sharply when you consider the WRX’s current status. Subaru quietly pulled the plug on the model in the UK back in 2017, but the rally-bred sedan has soldiered on elsewhere, reaching its sixth generation in 2023. The bones are still there: symmetrical all-wheel drive, boxer power, and a chassis that wants to be driven hard. What’s missing, once again, is the sense of escalation that made past STIs legends rather than trim levels.

Subaru is being characteristically vague about the mechanical specifics of the STI Sport# Prototype, which usually means there’s nothing particularly exciting to report. Under the hood sits the familiar turbocharged 2.4-liter flat-four, shared with the standard WRX and producing around 270 horsepower. That output would’ve impressed us a decade ago; today, it barely raises an eyebrow in a segment crowded with turbo fours pushing well north of 300 horses. Power is routed to all four wheels—because of course it is—through a six-speed transmission, but Subaru hasn’t suggested any meaningful drivetrain upgrades beyond that.

Visually, the prototype sticks close to the existing WRX playbook. You get the same wide bodywork, aggressive bumpers, quad exhaust tips, and lip spoiler. Subaru spices things up with red-accented extended side skirts, 19-inch wheels, gold Brembo brakes, and Recaro bucket seats inside. It looks purposeful enough, but it’s also unmistakably familiar—more “special edition” than “engineering statement.”

And that’s the core problem. Historically, the STI badge meant more than bolt-on aggression. It stood for harder suspension tuning, sharper steering, beefier diffs, and an engine that made a clear case for its existence. The STI Sport# Prototype doesn’t appear to deliver any of that. There’s no bump in power worth mentioning, no talk of chassis reengineering, and no visual cues bold enough to separate it meaningfully from a well-optioned WRX.

This is especially frustrating given that Subaru clearly knows how to do better. Just a few months earlier, at the Japan Mobility Show, the company showed off far more compelling performance concepts. The Performance-B STI, based on the current WRX, looked like a proper heir to the badge, while the all-electric Performance-E STI suggested a future where Subaru performance might evolve rather than stall. Subaru even claimed the latter “represents the future of the Performance Scene,” which makes this prototype feel even more like a placeholder.

For diehard fans, the STI Sport# Prototype lands in an uncomfortable middle ground. It’s not offensive, but it’s not inspiring either. It wears the uniform, carries the name, and checks the marketing boxes—but it never quite earns its badge. In a world where competitors are pushing boundaries with hybrid assist, adaptive chassis tech, and serious power gains, Subaru’s latest STI tease feels like a reminder of what once was, not a preview of what’s coming.

If this is Subaru testing the waters for an STI comeback, let’s hope the final version dives deeper. Because right now, the WRX STI Sport# Prototype doesn’t so much light the fuse as it gently taps the match against the box—and walks away.

Source: Subaru