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2025 Audi RSQ8 Performance review

2025 Audi RSQ8 Performance review

The Advertiser10-07-2025
Audi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. I will say, however, that the low-set climate controls aren't in the best position if you want to actually look where you're pressing.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers plenty of knee and leg room, as well as sufficient headroom despite the tapered rear roofline.
Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C chargers with a 12V outlet, and netted pockets on the front seat backs.
You can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra load-lugging capacity.
Speaking of which, the Audi RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi Q8 has a five-star safety ANCAP safety rating, though this applies only to 3.0-litre petrol and diesel models and is based on testing conducted in 2019.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. I will say, however, that the low-set climate controls aren't in the best position if you want to actually look where you're pressing.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers plenty of knee and leg room, as well as sufficient headroom despite the tapered rear roofline.
Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C chargers with a 12V outlet, and netted pockets on the front seat backs.
You can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra load-lugging capacity.
Speaking of which, the Audi RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi Q8 has a five-star safety ANCAP safety rating, though this applies only to 3.0-litre petrol and diesel models and is based on testing conducted in 2019.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. I will say, however, that the low-set climate controls aren't in the best position if you want to actually look where you're pressing.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers plenty of knee and leg room, as well as sufficient headroom despite the tapered rear roofline.
Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C chargers with a 12V outlet, and netted pockets on the front seat backs.
You can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra load-lugging capacity.
Speaking of which, the Audi RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi Q8 has a five-star safety ANCAP safety rating, though this applies only to 3.0-litre petrol and diesel models and is based on testing conducted in 2019.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.auAudi RSQ8 Pros
Audi RSQ8 Cons
The most powerful production Audi with a combustion engine isn't the R8 supercar, nor the stonking RS6 Avant super wagon. Actually, it's this – the 2025 Audi RSQ8 performance.
Based on the flagship Q8 large luxury SUV, the RSQ8 performance has the most powerful combustion engine ever fitted to a series production Audi, and it's also the fastest SUV around the famed Nürburgring Nordschleife, with a verified lap time of 7:36.698 minutes.
It's no small feat, given the Audi RSQ8 shares its Volkswagen Group MLB evo underpinnings with the likes of the Porsche Cayenne and Lamborghini Urus. And it beat the Cayenne Turbo GT around the 'Green Hell' by more than two seconds.
At the heart of the RSQ8 performance is its beefed-up powertrain, with the 4.0-litre twin-turbo V8 with 48V mild-hybrid assistance massaged to deliver 471kW of power (+30kW) and 850Nm of torque, which is enough for Audi to claim a 0-100km/h acceleration time of just 3.6 seconds (-0.2s), making it one of the world's quickest SUVs bar none.
While the asking price has risen substantially, a number of equipment items included with the new RSQ8 performance were previously options on the pre-facelift RSQ8 to go with the boosted drivetrain – namely the carbon-ceramic brakes, which previously formed part of the optional $19,500 'RS dynamic package plus' pack.
So if you're in the market for a properly fast luxury car that can cart the whole family around affluent suburbs, is the RSQ8 performance your best bet?
We attended the Australian media launch to find out…
The Audi RSQ8 performance is priced from $255,800 plus on-road costs, making it a smidgen under $25,000 dearer than the just-announced non-'performance' RSQ8 that has been confirmed for Australian release later this year.
Compared to the pre-facelifted model, the 'standard' RSQ8 is about $2000 pricier than before, but it also brings the enhanced equipment levels applied across the updated Q8 range.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
If you like the interior of the standard Q8, you'll feel pretty at home here.
Save for the RS-specific front sports seats and flashes of available carbon twill trim inserts, it's very much the same tactile, attractive and premium-finished cabin from the base Q8.
The front seats offer full electric adjustment with memory presets, as well as heating and ventilation. Opt for the Sensory package ($9700) and you'll get massaging front seats alongside a suede headliner and a thumping 23-speaker Bang & Olufsen 3D premium sound system.
As standard, the Australian-spec RSQ8 performance gets the extended leather package, which applies fine Nappa leather trim across interior surfaces like the dashboard and upper instrument panel. Lower elements like the door armrests and centre console inlays are finished in regular leather.
The lovely Valcona leather upholstery on the seats looks and feels suitably high-end and, as you'd expect, the stitching and perforation details are top-notch.
Ahead of the driver are the usual 12.3-inch Audi virtual cockpit (instrument cluster) and 10.1-inch MMI touch (infotainment) digital displays, which are more integrated and conventional than the free-standing tablet-style displays from rival brands.
I personally love Audi's approach, from the configurable virtual dials to the retro line-bar tachometer and speedometer readouts, as well as the clicky haptic feedback you get from the central display, and the 8.0-inch touchscreen below it which acts as a climate control hub.
While the overall setup and interface hasn't changed much, the revised Q8 range gets new menus including a real-time driver assistance display, RS performance-specific virtual cockpit layouts, and a new homescreen for the MMI touch navigation display which also now offers app integration.
It may not be as flashy as the multimedia systems from BMW or Mercedes-Benz, but there's next to no learning curve required here. I will say, however, that the low-set climate controls aren't in the best position if you want to actually look where you're pressing.
We didn't spend much time in the second row, but being a full-size SUV that rides on a 2998mm wheelbase (slightly shorter than the standard Q8) pays dividends if you're transporting fully grown adults often.
Like its platform mates – think Audi Q7, Volkswagen Touareg and Porsche Cayenne – the Audi Q8 easily accommodates above average-size humans (like 6'1″ me) and offers plenty of knee and leg room, as well as sufficient headroom despite the tapered rear roofline.
Standard amenities in the rear include a third zone of climate control with directional air vents, a pair of USB-C chargers with a 12V outlet, and netted pockets on the front seat backs.
You can also slide and recline the rear seats for added comfort, and also extend the cargo area should you need the extra load-lugging capacity.
Speaking of which, the Audi RSQ8 performance offers the same 605 litres of boot space as the standard Q8 with the second row in place, expanding to 1755 litres when they're folded.
The cargo area is nice and square, and there's no hump between the floor and seat backs when they're stowed. All variants come with a space-saver spare wheel under the boot floor, too.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The RSQ8 performance gets a more powerful version of the mild-hybrid 4.0-litre twin-turbo V8 fitted to the 'standard' RSQ8 as well as other Audi RS models like the RS6 and RS7.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
I've always said the Q8 and, better still, the RSQ8 would be my dream 'dad car' if I'm ever fortunate enough to have kids and enough money to be shopping at this end of the market.
Firing up the RSQ8 performance brings you a sinister growl amplified by the standard RS sports exhaust system and the fact the 'performance' spec removes about 5kg of sound deadening material from the rear-end to allow more of that glorious V8 note into the cabin.
We drove the RSQ8 from Brisbane Airport through to Kilcoy, about 100km northwest, over a mix of highways and winding B-roads, via a stop-off at Lakeside Raceway to do some 0-100km/h acceleration testing of both the RSQ8 and the new RS e-tron GT performance.
On the freeway, the RSQ8 performance is surprisingly calm and collected despite its massive 23-inch alloy wheels wrapped in Pirelli P Zero rubber. In its 'balanced' drive mode it strikes a nice… erm… balance between comfort and control, and even on coarser bitumen the tyres don't make much of a racket.
The lighter steering weight makes this hulking 5022mm-long, 2007mm-wide go-fast family hauler pretty easy to manoeuvre in daily settings, and the clever adaptive cruise assist function centres the vehicle within its lane while keeping a set distance from the car in front – taking the load off extended stints on the open road.
The roads around Lakeside Raceway are winding, leafy B-roads that gave us a good chance to get a feel for the RSQ8's impressive dynamic abilities.
Really, I don't know how Audi Sport's engineers have done it, given this vehicle weighs a claimed 2350kg unladen. To put this into simpler terms that the majority would better understand, it's like selecting Bowser in Mario Kart but getting the dynamics of Toad.
It's astonishing how well the RSQ8 performance grips up and changes direction. There's a lot of tech wizardry underneath, like the 48V anti-roll system and rear-wheel steering, but the sheer mechanical grip that comes from the massive 295/35 tyres is immense.
The big, fast Audi could benefit from more steering feedback, which is arguably what usually separates the brand's products from the Porsche stable, but while it's not super communicative it's certainly quick and accurate. I'd also like a little more weight as it feels a touch over-assisted.
On the makeshift dragstrip on Lakeside's main straight I couldn't quite match the electric RS e-tron GT's acceleration in the V8-engined RSQ8, but boy does this thing get moving in a straight line – and wow, the noise!
The reduced rear sound deadening really does let more exhaust note into the cabin, and who doesn't love the rumbling bellow of a German V8 combustion engine. All-paw grip gets it off the line very quickly, and Audi's 3.6-second claim from 0-100km/h is nothing to sneeze at.
It's a similar story in the bends as mentioned before, with the RSQ8 performance able to muscle itself out of corners and blast towards the horizon or the next bend faster than you can say 'oh mein Gott!' The air suspension hunkers down in dynamic mode and stiffens the dampers, making this a surprisingly capable corner-carver.
Some parts of physics refuse to go away, however. As hard as the clever chassis tries, it can't fully mask the sheer weight of this thing during hard cornering, where the elevated driving position further amplifies the weight transfer.
As noted earlier, Audi's technological know-how is evident in the driver assistance systems, which are both easy to use and intuitive in their execution.
The aforementioned adaptive cruise assist makes this feel like any other Q8 on the highway, and the standard 360-degree parking cameras with 3D projection means you won't fret about scratching those gorgeous rims.
Blind-spot monitoring and rear cross-traffic assist also aid over-the-shoulder visibility, which is somewhat impeded by the Q8's Sportback rear pillar design. It also has an automated parking assistant, if you're game.
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi RSQ8 performance builds on the already comprehensive specification of the base RSQ8.
2025 Audi RSQ8 equipment highlights:
RSQ8 performance adds:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
A number of option packages are available with the Audi RSQ8 performance.
Sensory package: $9700
Matte carbon and black exterior styling package: $9800
RS design package plus – grey, red or blue: $4100
Single-item options include:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Audi Q8 has a five-star safety ANCAP safety rating, though this applies only to 3.0-litre petrol and diesel models and is based on testing conducted in 2019.
Standard safety equipment includes:
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
Like the wider Audi range, the RSQ8 and RSQ8 performance are covered by a five-year, unlimited-kilometre warranty.
In addition to the five-year 'Service Plan', the company also offers 'Audi Advantage' packages which tack on two years of additional coverage to the warranty, service plan and roadside assistance for an upfront fee.
For the Audi RSQ8, where eligible*, the two-year Audi Advantage extension costs an additional $5720.
*If your vehicle is under eight years of age and travelled less than 120,000km
**Price shown for pre-update RSQ8
To see how the Audi RSQ8 lines up against the competition, check out our comparison tool
The Q8 and SQ8 are already lovely examples of the large premium SUV breed, but the RSQ8 can only be described as an outstanding feat of engineering.
A quarter of a million dollars buys you a 'sports' SUV that hammers hard in a straight line and can actually go around a bend. Of course, that's selling this car a little short – it's faster than any other SUV around the 'Ring, so you could really tear up a track in one of these if you really wanted to.
While $255,000 is quite a lot of money, the RSQ8 performance is still a relative bargain when you consider rivals from other brands – including some based on the same underpinnings.
The Porsche Cayenne Turbo GT? It costs $375,000 and it's slower around the Nurburgring (duh). Lamborghini Urus? More expensive again! The BMW X5 M Competition is admittedly $10,000 more affordable, though the hulking Mercedes-AMG GLE63 is $20,000 dearer.
And if $255k is a little steep for you, Audi will soon offer the regular RSQ8 with only a little less grunt and without some of the track-capable equipment, for $25,000 less. It's otherwise got the same general look and all the creature comforts, and what's 0.2 seconds between friends anyway?
All told, the RSQ8 performance may not have quite the enthusiast's appeal of an RS6 Avant, but boy you could do a lot worse if you're lucky enough to be shopping at this end of the market.
Interested in buying an Audi RSQ8? Let CarExpert find you the best deal hereMORE: Explore the Audi RSQ8 showroom
Content originally sourced from: CarExpert.com.au
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How Honda's hybrid can save you time and money
How Honda's hybrid can save you time and money

The Advertiser

time14 hours ago

  • The Advertiser

How Honda's hybrid can save you time and money

SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from: SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda Content originally sourced from:

How Honda's hybrid can save you time and money
How Honda's hybrid can save you time and money

7NEWS

time18 hours ago

  • 7NEWS

How Honda's hybrid can save you time and money

SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11th-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money.

How Honda's hybrid can save you time and money
How Honda's hybrid can save you time and money

Perth Now

time18 hours ago

  • Perth Now

How Honda's hybrid can save you time and money

SPONSORED It's been a necessary evil since the birth of the automobile, but does anyone actually enjoy going to the petrol station? Treading on a sticky, diesel-coated forecourt is hardly a red carpet or even a warm welcome mat, and feeling your wallet shrink at the same rate as your fuel tank when filling up isn't a great experience either. Then there's the endless temptation of shiny, sugary treats at the counter, shouting at you to spend even more money. Or the lukewarm yellow food that's been sitting under a heat lamp for God only knows how long. Sure, petrol stations are convenient, and refuelling is quicker than recharging an electric car, but what if there was a way you could visit them less often – like your dentist – to save you both time and money. Sounds good, right? CarExpert can save you thousands on a new Honda Civic. Click here to get a great deal. Supplied Credit: CarExpert Supplied Credit: CarExpert Well you can, simply by choosing a more efficient car like a hybrid, which combines a lean-burning petrol engine with an electric motor to help reduce fuel consumption. Now, before you run to the dealership to trade-in your old gas-guzzler, not all hybrids are created equal, and some do a better job than others at saving fuel in different driving scenarios. As a general rule though, hybrids provide significant advantages in urban areas where the electric motor does more of the heavy-lifting in stop-start traffic than it does beyond the city limits at highway speeds. So, if you're mostly bound by the suburbs then a hybrid is an ideal fuel-saving solution. To test this out, we set up an experiment with the latest Honda Civic e:HEV, which features one of the most advanced conventional hybrid powertrains available today, to see how long we could avoid a petrol station, and therefore how far we could travel on a single tank of fuel exclusively in urban traffic by replicating the average Australian daily commute. Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert On that topic, according to the latest census data from the Australian Bureau of Statistics (ABS) taken in 2021, more than half (53.1%) of working Australians drive a vehicle to work every day. This, however, is likely to be an anomaly as the ABS recognised the 2021 data is the lowest figure in 40 years, and significantly less than the highest 63 per cent result from the previous 2016 census, most likely due to the dramatic rise in stay-at-home work that was in place during the COVID crisis at the time. Either way, it's clear that the majority of Australians use a vehicle to get to work every day, with twice as many (6.4 million) vehicles on our roads in 2021 than there were in 1981 (3.2 million). According to the same census data, the national average commute from home to work is 16.5km each way, with drivers spending a total of 48 minutes behind the wheel every weekday. With all of that in mind, we set up a daily schedule to complete a consistent loop during peak-hour traffic between 4:30pm and 6:00pm Monday to Friday, which included a broad range of urban driving conditions. Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert The route measured a total of 32.1km – replicating that average daily commuting figure – starting from the suburbs before heading into the CBD and back, taking in arterial roads with an 80km/h speed, suburban streets with 60km/h and 50km/h limits, and dense urban streets with a maximum speed of 40km/h. Across that distance, there was a total of 49 traffic lights, seven roundabouts and four stop-sign intersections. So, there were plenty of stop-start events. As for the car itself, the Honda Civic is now exclusively available as hybrid model, with two variant choices: the entry-level L we're using for this test, which costs $47,990 drive-away, and the flagship LX that commands a $6000 premium in exchange for extra features. Both model grades share the same high-tech hybrid powertrain, which links a lean-burning 2.0-litre petrol four-cylinder engine with a CVT automatic transmission that incorporates a pair of electric motors; one that is primarily used a generator to recharge the 1.0kWh lithium-ion battery mounted under the rear seats, and a more powerful traction motor that assists the petrol engine when driving. The engine alone generates 105kW of power and 186Nm of torque, and while Honda does not quote separate outputs for the electric motors like other automakers, its says the powertrain has a combined maximum power output of 135kW and 315Nm of torque. In most situations, the powertrain acts like a regular series-parallel hybrid with the primary electric motor used to get things moving away from a standstill, before the petrol engine chimes in and they work together. The generator unit is used to recharge the battery pack through regenerative braking and under deceleration, but it can also reverse its flow and provide additional power under heavy acceleration. Supplied Credit: CarExpert However, unlike some other systems, the Honda can also decouple the petrol engine at cruising speeds and run entirely on electricity. Now, because the battery capacity is reasonably small, it can't do this for long durations like a plug-in hybrid would. But it does make a significant improvement to its fuel consumption, as Honda claims an average fuel consumption of just 4.2L/100km. With a 40-litre fuel tank, that should deliver a theoretical driving distance of around 950km between refills, which means it would take almost six weeks of Monday-to-Friday commuting before we needed to visit a petrol station again. Sounds too good to be true. Supplied Credit: CarExpert However, when filling the Civic for the first time, and resetting the trip computer, its digital dashboard indicated I could travel 752km on a single tank, which seems a little more realistic. So, with that, let the experiment begin. Thankfully, the latest 11th-generation Honda Civic is a very nice car to spend a lot of time in thanks to a spacious and comfortable cabin that is equipped with the latest in digital conveniences. From the driver's point of view, the cloth-trimmed seat has plenty of adjustment to suit all types of drivers and is both sumptuous in its cushioning and supportive in its bolstering. In fact, the Civic is a high-water mark for comfort in the small-car class. Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert On top of that, there's excellent vision through the glasshouse, the large wing mirrors provide a wide view to adjacent traffic (which is always good in heavy traffic), and the three-spoke steering wheel falls nicely to hand with a logical array of fingertip controls (all the audio settings are on the left side and the cruise control is on the right). Plus, it is heated which makes for a nice way to start on a chilly winter's morning. The digital instrument cluster is also easy to read due to crisp, clean graphics that include a traditional speedometer on the right and a power meter on the left, which makes it easy to monitor when the powertrain is drawing from or replenishing the battery. Supplied Credit: CarExpert Supplied Credit: CarExpert If you're interested, that is quite literally the only way you can tell when the petrol engine is active as the transition from electric to hybrid power is totally seamless. Unlike other hybrids, in which it is obvious when the petrol engine comes to life – either through a jerky motion, more sudden acceleration or audibly – the Civic's engine is supremely quiet and smooth. And it also feels punchier than its power outputs suggest, with instant response and decent acceleration when you mash the throttle pedal from any speed, which we did on several occasions during this experiment. Supplied Credit: CarExpert In fact, we didn't lightfoot the Civic at all, as it was important to replicate normal driving behaviour during this experiment. We also used its dual-zone climate control system the whole time and tapped into the wireless Apple CarPlay via its 9.0-inch touchscreen infotainment display to listen to music or podcasts for entertainment – just as you would normally. The end result took longer than we anticipated. After driving the same loop at the same time every day during the working week, we covered just over 700km before the fuel light came on. And we still had more than 50km of driving range available before it was completely empty. In total, it took 21 days, and 13.5 hours, of driving at an average speed of just under 50km/h to achieve a final fuel consumption figure of 4.4L/100km, which is pretty close to Honda's claimed figure. Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert Supplied Credit: CarExpert So, that equals a full month between visits to the petrol station for the average Australian if you just drive to work and back. It would be even longer if you live closer or had less congested traffic. If you calculate that out, with the current price of standard unleaded petrol, it costs around $800 a year for fuel to run the Civic Hybrid, which is peanuts. And considering Honda only charges $199 for each annual service, that makes it even more attractive. So, if you want to steer clear of petrol stations more often, the latest petrol-electric powertrains like the one in the Honda Civic e:HEV are proof that fuel-saving technology also saves you time and money. MORE: Everything Honda

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