Category Archives: NEW CARS

NEW CARS

VW ID. Era 9X Is a Massive Range-Extended EV

Volkswagen has finally plugged the last hole in its electrification strategy, and—surprise—it smells faintly of gasoline. Meet the ID. Era 9X, VW’s first production electric vehicle with a range-extending internal-combustion engine. It comes to us from China via the VW–SAIC joint venture and turns last year’s ID. Era concept into something you can actually register, insure, and wedge into a mall parking garage—assuming you can find a big enough space.

At a glance, the ID. Era 9X looks like it’s been browsing Range Rover’s Pinterest board. The proportions are upright and stately, the surfacing clean, and the overall presence unapologetically massive. This isn’t just a new model; it’s the opening act for a China-specific VW design language, one clearly tuned to local tastes for size, prestige, and back-seat legroom. Lots of back-seat legroom.

Just how big is it? Try this on for scale: the ID. Era 9X stretches 205 inches from nose to tail, making it longer than most Volkswagen Group SUVs and even edging into full-fat luxury territory. It’s wider than a Chevy Tahoe, taller than a Toyota Land Cruiser, and rides on a 120.8-inch wheelbase that would make an S-Class blush. Among VW-group products, only the long-wheelbase Bentley Bentayga clearly outgrows it, and even that advantage may not last once Audi unleashes its rumored Q9.

All that sheet metal doesn’t come cheap in terms of mass. Chinese regulatory filings show the ID. Era 9X tipping the scales at up to 5,952 pounds. That’s roughly the weight of a small moon—or, more relevantly, a three-row SUV packed with tech, batteries, and the expectations of a market that equates size with success.

But the Era 9X’s most interesting feature isn’t its curb weight or its resemblance to something parked outside a luxury ski lodge. It’s the powertrain. Instead of committing fully to battery-only life, Volkswagen has gone with a range-extended EV setup. Under the hood sits a turbocharged 1.5-liter four-cylinder engine, but it never drives the wheels. Its sole job is to act as a generator, keeping the battery fed and range anxiety firmly at bay.

The engine itself is more interesting than you might expect. It’s part of VW’s EA211 family, runs on the Miller cycle for efficiency, and uses a variable-geometry turbocharger—tech borrowed straight from Porsche’s playbook. Output is 141 horsepower, which sounds modest until you remember it’s not there to hustle the SUV, just to keep the electrons flowing.

Actual propulsion comes from electric motors. The base setup uses a single rear-mounted motor producing 295 horsepower. Step up to the dual-motor, all-wheel-drive configuration and total output jumps to a healthy 510 horsepower—enough to move nearly three tons of SUV with convincing urgency. Battery options include a 51.1-kWh pack for the single-motor version, while a larger 65.2-kWh battery is optional there and standard with the dual-motor setup.

Volkswagen claims more than 249 miles of electric range on China’s optimistic CLTC cycle with the larger battery. The company hasn’t published a total combined range figure, but given the presence of a gasoline generator, don’t be surprised if it clears the 600-mile mark, depending on fuel-tank size. In other words, this thing is designed to go very far, very comfortably, without forcing its owner to memorize the location of every DC fast charger between Shanghai and Shenzhen.

For now, the ID. Era 9X is a China-only affair, tailored precisely to a market that has embraced range-extended EVs faster than the West. Still, the concept is clearly on Volkswagen’s mind elsewhere. Bloomberg reports that VW is evaluating similar setups for Europe and the United States, where consumer hesitation around charging infrastructure hasn’t magically disappeared.

And the timing isn’t accidental. VW’s newly revived Scout brand is already preparing to launch the Terra pickup and Traveler SUV with—wait for it—gasoline-powered range extenders. Those body-on-frame models promise around 500 miles of total range, including roughly 150 miles of electric-only driving, proving that Wolfsburg is hedging its bets rather than going all-in on batteries just yet.

The ID. Era 9X may never make it to U.S. shores, but it sends a clear message anyway: Volkswagen is done pretending the road to electrification is one-size-fits-all. In markets where charging is inconvenient and expectations are high, the future—at least for now—comes with a plug, a battery, and a little four-cylinder safety net humming quietly in the background.

Source: Volkswagen

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