Latest news with #fuelEconomy
News.com.au
4 days ago
- Automotive
- News.com.au
New Foz offers strong hybrid
Subaru's new Forester remains true to the car that fans love. But is the new Subaru Forester 'Strong Hybrid' compelling enough to sway buyers from the Toyota RAV4 Hybrid, Hyundai Tucson Hybrid, or Chinese newcomers? After driving both the petrol and hybrid in Christchurch, on blacktop and off-road, the answer is complex. It depends. The Subaru Forester hybrid kicks off at $46,490 plus on-road costs and stretches to $55,990 for the top-spec Touring, or about $5000 more than the equivalent petrol model. Buyers paying the hybrid premium are promised improved fuel economy and smoother dynamics. This 'Strong Hybrid' - a name Subaru uses to separate it from less powerful hybrid models in cars such as the Crosstrek - pairs a 2.0-litre petrol engine with a 90kW electric motor, offering a combined 145kW. Compared to the 2.5-litre petrol variant (136kW/247Nm), the hybrid has slightly more punch off the mark, better responsiveness, and a smooth overall drive. The eCVT transmission is seamless, with no droning, no fake shifts, and instant torque from the electric motor that lends zip. It feels like a step forward compared to older Subarus with petrol engines and stepless automatic transmissions. The hybrid's claimed range of over 1000km per tank is a real win, but don't expect fuel-efficient numbers to match Toyota hybrids. On paper, the Subaru hybrid promises 6.2L/100km fuel use, a 30 per cent improvement over petrol in urban traffic. But I averaged a disappointing 8.0L/100km across mixed driving conditions. What sets Subaru's hybrid apart is its off-road ability. Unlike the RAV4, which has no physical connection between the petrol engine and rear wheels, powering the back tyres with a remotely-mounted e-motor only when needed, the Subaru claims full-time all-wheel-drive. This is great for off-roading and this Forester isn't a soft off-roader. I took the Strong Hybrid on gravel, through streams, slippery surfaces, and across rocks, and it didn't let me down. You also get X-Mode, hill descent control, and 220mm of ground clearance - more than most rivals. Inside the Forester is spacious, solid, and familiar. The seats have good back support, rear space is generous, and the boot is wide and flat, with a total boot capacity of up to 1719 litres when the second row is folded flat. The 11.6-inch table-style infotainment system is great, but it feels divisive. While it looks sleek, the interface can feel overwhelming and, at times, a little slow. It's also prone to sun glare. Although Apple CarPlay integration is great, the maps display beautifully in the digital cluster. My wireless charger didn't work with my iPhone case on, a common complaint. There are still physical buttons on the steering wheel - yes, I know, music to your ears. Surprisingly, the hybrid doesn't come with a spare wheel; instead, you'll find a repair kit. That might be a bit of a turn-off for regional or rural buyers. However, for those who want to carry a full-size spare, there is an accessory solution available for the hybrid. So, how does it stack up against rivals? Well, the Toyota RAV4 Hybrid remains the king of fuel efficiency, often returning sub-6L/100km. The Haval H6 Hybrid delivers huge value for the price. But the Forester still wins on off-road capability, something other rivals will struggle with. The Subaru comes standard with a five-year/unlimited kilometre vehicle warranty and an eight-year/160,000km hybrid high-voltage battery warranty. Verdict 3.5/5 So is the hybrid worth it? Honestly, the petrol variant holds its own. It's still responsive, composed, and more affordable. But the hybrid does feel a little zippier, quieter, and more refined overall. If you're already a Foz fan, then you'll probably love this. If you're cross-shopping with rivals, then it'll come down to priorities. If you love off-roading, camping, or planning longer trips, then the hybrid is worth the upgrade. However, it's worth noting that the first-year release of this hybrid may come with some hiccups. My advice would be to wait a year to see if any issues arise.
Yahoo
19-07-2025
- Automotive
- Yahoo
Kia & Hyundai Won't Like The 2026 Toyota Camry's Fuel Economy
Kia & Hyundai Won't Like The 2026 Toyota Camry's Fuel Economy originally appeared on Autoblog. The 2025 Toyota Camry continues to dominate Redesigned for the 2025 model year, the Toyota Camry arrives with an updated look inside and out. Perhaps more importantly, every version of the ever-popular midsize sedan now comes equipped with a hybrid powertrain. That puts it in contention with, or perhaps a step ahead of, midsize competitors, some of whom lack a hybrid offering altogether. South Korean automakers Kia and Hyundai, both of which fall under the Hyundai Motor Group umbrella, tend to share powertrains across brands, but neither can match the efficiency of the 2025 Toyota Camry. Kia and Hyundai fall short of the Camry Starting at $28,700, the 2025 Camry rolls out with a 2.5-liter four-cylinder engine mated to either two or three electric motors, depending on your drivetrain of choice. The FWD model includes two electric motors that work with the engine to generate 225 horsepower. Adding a third electric motor to the rear axle upgrades the Camry to all-wheel drive and 232 horsepower. Interestingly, Toyota still doesn't include combined torque figures for its hybrid vehicles. Naturally, the FWD Camry is the most efficient, specifically in the base LE model. It's rated for an EPA-estimated 53 mpg in the city and 50 mpg on the highway, putting combined fuel economy at 51 mpg. The AWD Camry is slightly less efficient, earning up to an EPA-estimated 51 mpg in the city and 49 mpg on the highway for a combined 50 mpg. The 2025 Hyundai Sonata Hybrid, priced from $31,250, is available in two trim levels, neither of which can match the Camry's performance or efficiency. Both models come powered by a 2.0-liter four-cylinder engine paired with an electric motor, producing 192 horsepower. Regardless of trim level, the Sonata Hybrid earns up to 44 mpg in the city, 51 mpg on the highway, combining for 47 mpg. Despite sharing powertrains across brand lines, the 2025 Kia K5, from $27,390, doesn't have a hybrid model on its roster. At its most efficient, the Korean sedan comes powered by a 2.5-liter four-cylinder engine that produces 191 horsepower and 181 lb-ft of torque. It earns up to 26 mpg in the city, 37 mpg on the highway, and 30 mpg combined. The midsize sedan segment is shrinking As crossovers have risen in popularity, the midsize sedan segment has suffered dramatically. What used to be a thriving segment has seen its offerings shrink with each passing year. As we roll into the 2026 model year, at least two more midsize family sedans will be leaving the market, for the time being, anyway. The Chevrolet Malibu and Subaru Legacy, the former of which has seen more than six decades of production, are driving off into the sunset. With two more midsize casualties, the once-revered segment falls to just five mass market offerings. The Kia K5, Hyundai Sonata, and Toyota Camry are joined by two more Japanese models, the Honda Accord and Nissan Altima. Notably, however, the Altima's fate seems uncertain. With the Japanese automaker struggling to right the ship, the 2026 model year could very well be the Altima's last, at least in its current gas-powered form. The current model has been on the market since 2019 with few notable updates, so a full redesign could be in the works. Nissan is also focused on filling out its EV lineup, so it's within reason that the Altima could return as an electrified sedan. The Honda Accord presents the best challenge to the Toyota Camry, but even its hybrid variant can't match its rival's fuel economy. It comes powered by a 2.0-liter four-cylinder engine paired with an electric motor, producing 204 horsepower and 247 lb-ft of torque. In its most efficient EX-L model, priced from $34,940, the 2025 Honda Accord Hybrid is rated for 51 mpg in the city, 44 mpg on the highway, and 40 mpg combined. Honda's hybrid midsize sedan isn't available with AWD, putting it a step behind the Toyota Camry. Final thoughts The 2025 Toyota Camry isn't to be trifled with. Its impressive performance, available all-wheel drivetrain, and incredible fuel economy make it a dominant force. That's not to mention its sleek styling updates, comfortable yet practical interior, and affordable price. While there are other hybrid midsize sedans on the market, they can't match the sheer versatility of the Toyota Camry. Kia & Hyundai Won't Like The 2026 Toyota Camry's Fuel Economy first appeared on Autoblog on Jul 18, 2025 This story was originally reported by Autoblog on Jul 18, 2025, where it first appeared.
Motor Trend
11-07-2025
- Automotive
- Motor Trend
2025 Subaru Forester Hybrid First Test: Just What the Dr. (Marten) Ordered
Pros History's most efficient Forester Also likely its quietest Efficient, electric air conditioning Cons Slowest of the compact hybrid SUVs Lack of spare tire erodes off-road cred Drab interior for price During our First Look at the long-awaited 2025 Subaru ForesterHybrid, we expressed high hopes this would be the one. That the electrified Forester would be the fun-to-drive Forester. Sure, power is only up 14 horses, and total system torque has never been published, but the primary electric motor makes 199 lb-ft, and the engine makes 154, so there's no way that planetary combiner doesn't end up whomping the gas model's 178 lb-ft, right? Then we drove it and noted, 'It's tough to discern whether the Forester Hybrid is any quicker than the gas model.' The 2025 Subaru Forester Hybrid offers modest performance gains and efficiency improvements but lags behind competitors like the Toyota RAV4 and Ford Escape in fuel economy. It's well-suited for off-road use and provides a comfortable, quiet ride but ranks midpack among small hybrid SUVs. This summary was generated by AI using content from this MotorTrend article Read Next Two-Tenths Quicker Our satellite-based test gear was able to discern a 0.2 second improvement in both 0–60-mph and quarter-mile acceleration times, from 8.8 to 8.6 seconds and from 16.7 to 16.5 seconds—though trap speed fell from 86.3 to 84.8 mph on the Hybrid, which suggests the gasser was closing this minimal gap. So acceleration remains glacial, but the glaciation rate improves from Proterozoic era to Pleistocene epoch. Eroding the Hybrid's power and torque advantages are its 276 extra pounds (giving it 20.1 pounds per hp versus the gas model's 20.2), as well as a powertrain control strategy that simply doesn't prioritize jackrabbit driving styles. Sure, there are S and i driving modes, accessed by buttons on the steering wheel. And yes, S sharpens throttle response and calls for more aggressive transmission tuning, but this car never goads its driver to shoot gaps in traffic or opt for a longer, twistier route home. Such shenanigans waste fuel, and really, isn't the 17–20 percent reduction in EPA combined fuel consumption the whole reason for spending about 9 percent more to get a Hybrid? Don't choose it for performance, because that ranks dead last against six AWD compact hybrid competitors we've tested. (The Hyundai Tucson Hybrid HTRAC is the hot rod of the pack, hitting 60 mph in 6.9 seconds.) Braking and handling stats rank the Subaru Forester Hybrid solidly midpack, and the driving experience struck us as remarkably unremarkable. Yes, the WRX's dual-pinion rack removes the artificial steering feel inherent in the former system's column-mounted assist motor, but it doesn't suddenly endow the car with amazing road feel. Mostly, the drive is that of a highly competent, comfortable, innocuous, high-riding crossover. Exactly what buyers expect. Back of the Fuel-Economy Pack, Too Sadly, the competition also bests the Forester on fuel consumption. Hyundai's mainstream Tucson Hybrid HTRAC just squeaks ahead, earning 35/35/35 mpg to the Forester's 35/34/35. The class leaders are the Toyota RAV4 (41/38/39) and Ford Escape (42/36/39), both of which employ a similar two-motors-plus-an-engine planetary combiner hybrid architecture. (Subaru has a technology-sharing deal with Toyota, and Ford licensed the Toyota patents to build its own.) Our Toyota and Ford test cars weighed 80 to 120 pounds less. Hypermiling enthusiasts may be able to outrun the EPA by keeping the Forester's eco coaching gauge needle in the Eco zone. Better Plan to Go Off-Road (Gently) Fortifying the Subaru for off-road duty accounts for much of its weight penalty relative to all other competitors, but that's a great reason to choose the Subaru if you head off pavement at all. This gear helps give the Forester superior ground clearance—8.7 inches, versus 7.1–8.3 for everybody else—along with generous approach, breakover, and departure angles. And of course, symmetrical (mechanical) all-wheel drive with some brake-based torque vectoring should take the Forester farther off the beaten path than the electric rear drive employed by Toyota. Subaru also offers an app on the infotainment screen that shows pitch, roll, and suspension movement graphics. On our First Drive event, Subaru sent us down some forest roads on which the Forester proved superior to the Toyota RAV4 and Honda CR-V. But if you plan to do serious bushwhacking, we recommend lashing a spare wheel and tire to the roof, as the hybrid battery fits where the spare used to go. So hushed was this new Subaru Forester, so devoid of the slightly flatulent, air-cooled VW Beetle flat-four cadence we associate with the brand, that we felt compelled to open the hood and verify that the RAV4's entire engine and transmission hadn't been swapped in. Nope! While under there, we noticed another feature right on top of the engine: the A/C compressor, mounted at a jaunty angle that could never accommodate an accessory-drive belt. Rather, it's powered by orange high-voltage cables, allowing for smart, on-demand cooling of the driver, front seat, or entire car, as applicable based on seating sensors. All who rode along felt comfortable in the summer heat. A Great Subaru Let's face it, most folks flocking into the dealer have been waiting for Subaru to offer a Forester Hybrid. They won't be cross shopping, so they won't notice the plastics quality, grain, gloss, and gaps in this interior aren't quite up to the standard of some competitors in the $40K-plus class. They're going to love the quiet, smooth ride, the comfy seats, and the awesome visibility. They don't want to subject their dogs to an unfamiliar new car smell, and most of the accessory doggie seat covers, cargo liners, and other accessories from the old Forester they're trading in will probably fit this one just fine. It's exactly what they're looking for. But it'll likely remain down in the cozy middle of our Ultimate Car Rankings' Small Hybrid SUV class.
Motor Trend
07-07-2025
- Automotive
- Motor Trend
We Took Our 2025 Honda Civic Hybrid Sedan on a 3,000-Mile Road Trip Back Home
Let me be crystal-clear: I didn't want to have to drive from Los Angeles to New York. I am not one of those people who feels the persistent tug of the open road, whose romantic sense of adventure can only be quelled by a cross-country road trip. I could think of a lot better things to do with my time. A 3,000-mile road trip from LA to NYC in a 2025 Honda Civic Hybrid showcased its fuel economy, comfort, and features. Despite some seat discomfort and a smaller fuel tank, the car impressed with its ADAS and efficiency, averaging 38 mpg across diverse terrains and conditions. This summary was generated by AI using content from this MotorTrend article Read Next But if this is what stood between getting MotorTrend 's new yearlong review 2025 Honda Civic hybrid sedan back from El Segundo (where it was delivered) to spend a year with me, then so be it. I could put my grumpiness aside. It would make my editors happy and be a good story, but most important make my editors happy. The obvious metric to watch would be the Civic's fuel economy: an EPA-rated 50/47/49 mpg city/highway/49 combined. But the journey revealed more than just a string of mileage figures. It's one thing to fly. But when you drive across the United States, you are presented—at times forcefully—with the sheer vastness of it. But within that, there's the elegantly shifting geography and the wonder of our interstate highway system. What better way to see it than with a disposable camera from the front seats of a little red economy car? Leg 1: Suiting Up Los Angeles, California to Virgin, Utah, via Las Vegas, Nevada: 421 Miles Seeing as we have a My Chemical Romance show coming up later in the summer, we did what good millennials do: loaded up I Brought You My Bullets, You Brought Me Your Love and set off, guided only by a desire for off-Strip pho and a constellation of Marriott reservations beyond that. The Civic scooted out of Los Angeles with ease, its electronically aided low-end power slingshotting it from stoplights with glee. There's a no-frills joy in nosing around a 3,200-pound car with direct steering feel. On the highway, that punchiness diminishes somewhat with the lack of more passing power, though it's not a huge deal. Plus, the Civic's front cupholders perfectly fit my favorite 20-ounce Yeti tumbler. This is a feat not always guaranteed. One hour into sitting on the 15, I hit my first complaint: My butt was hurting from the thin seat foam. The acquisition of a pair of gel seat cushions from Walmart immediately remedied the problem. I also insisted on something I carry in the car for any trip longer than six hours: a small cooler for snacks, bevs, and restaurant leftovers. The little wheeled Coleman we found was perfect. It even had a Velcro bottom that actually helped it stick to the floor of the trunk. Semi-truck-choked traffic on the 15 had us reflecting on the dumb poetry of an empty railroad running alongside in parallel, but if any system was going to make things easier, it was the car's ADAS. It's no hands-free system like GM's Super Cruise, but it's the next best thing. It followed the flow of traffic carefully, displaying what the car 'sees' on the driver information cluster, so there are no surprises for either of you. Vegas came into view in no time. I've had enough overpriced meals on the Vegas Strip to last a lifetime, so we cruised through for a look at one of the most uniquely American cities ever to exist and found ourselves some noodles in a quiet strip mall. Oftentimes, this is where the best noodles live. The landscape took on a reddish hue as we crossed into southern Utah, but there wasn't much else to see after the sun went down. The car's automatic high-beams beat back the darkness and adjusted for oncoming drivers flawlessly. And as much as I respect the rawness of I Brought You My Bullets as a debut album, I think Gerard Way really finds his voice in Three Cheers for Sweet Revenge . Leg 2: Colorado Was Murder on Mileage Virgin, Utah, to Denver, Colorado: 623 miles A subfreezing sunrise trek through Zion's Kolob Canyons got the blood moving—just so we could remain seated for the next 9.5 hours. This leg of the drive confirmed two things: First, Welcome to the Black Parade is, indisputably, the best MCR album ever released. And second, the sections of Interstate 70 between southern Utah and Denver are a flex . The start of I-70 happens at an eastbound handover from I-15 near Cove Fort, Utah, cold air clashing with sun-warmed roads and sending up a sparkling, ethereal mist. From there, the road snakes through the San Rafael Swell, a breathtaking, otherworldly Paleocene collection of canyons, mesas, valleys, and domes. Traveling this way came at a price, however. Owing to I-70's 75-mph speed limit, Utah returned an average of 31.2 mpg. Then, snaking through Colorado's mountainous and suffocating elevation, that figure dropped to 25.1 mpg. I don't think I'll see the Civic Hybrid's mileage this poor for the rest of our yearlong loan. We could feel the car struggling, too. The engine droned more frequently than usual, and there was noticeable sluggishness in its acceleration and passing power. This was especially true through the Eisenhower Tunnel, about 60 miles west of Denver. At 11,158 feet, it is one of the highest car-carrying tunnels in the world and the highest point in our entire Interstate Highway System. When you see this, you just have to buy it. All worth it, though, just to experience the spectacular engineering achievement that is I-70. Leg 3: A Stop at the Pony Express Denver, Colorado, to Omaha, Nebraska: 540 miles With the Rockies in the rearview, it's tough to retell just how dramatically everything falls away after that. Flat doesn't even begin to describe it. Sitting on these big, open stretches really makes you wonder how much faster life became after cars and the interstate system. A visit to the Pony Express stop in Gothenburg, Nebraska (yes, named after the one in Sweden) drove that point home. As a historical site, the stop is fairly lowkey, situated in a park in the middle of a quiet residential neighborhood. But how hard did this idea go? The Pony Express was born by the need for quicker communication with the new state of California, especially about the impending Civil War. The 1,900-mile route from St. Joseph, Missouri, to Sacramento involved mounted riders galloping between stops where they'd pause for a break before getting on a fresh horse and setting off again. (One feels this would be a marvelous idea for EVs and battery swapping, but that's a conversation for another time.) It was, for a brief time, the most direct method of east-west communication: Letters could be delivered in a then-unheard-of 10 days. Because of its romanticization and enduring legacy, it feels like the Pony Express was around for years. In reality, it only operated for a mere 18 months between 1860 and 1861 before being replaced by the transcontinental telegraph and going bankrupt as a result. Despite this, I found distinct parallels between the Pony Express and doing this journey in the Civic. More than 160 years ago, they sent a rider on a horse to essentially cross the United States, forgoing the traditional stagecoach for speed. It didn't get more barebones than that. Today, we're doing the same thing in a little economy car. But how far economy cars have come! This Civic Hybrid has no optional extras, just what comes with the top-tier Sport Touring trim. However, that means fantastic ADAS with lane keeping assist and three years of in-car data to support the native Google apps. The result? Massively reduced driver fatigue on those long highway stretches and even some blogging when I wasn't in the driver's seat. All on a car that was less than $34,000 out the door. Traveling west to east has the advantage of the setting sun never being in your eyes. At dusk, the never-ending oceans of Nebraskan fields are as colorful and varied as any sea. Leg 4: Big Mileage, Small Tank Omaha, Nebraska, to Chicago, Illinois: 468 miles The farther back east you go, the more you can tell state boundaries were drawn by natural geographic features. As such, the landscape shifts, with Iowa's hills starting almost immediately after crossing into the state. There are more trees, too. I won't spoil it here, but please check out my accompanying feature on what was easily one of my favorite stops on the whole trip: the Iowa 80 Truckstop, also known as the world's largest truck stop, outside of Walcott, Iowa. It's where I bought these incredible shoes. Wetlands greeted us upon passing into Illinois, along with a creeping realization: Without the distractions of canyons, mountains, and Pony Express stops, a small tank size becomes glaringly bothersome. Normally, Civics come with 12.4-gallon fuel tanks. But to make room for the battery, the Civic Hybrid's tank shrinks down to 10.6 gallons. You make it back in improved fuel economy and averaging around $20 to $30 per fill-up (based on current gas prices), but you're still filling up pretty often. Like, the Honda needed to stop more frequently than I did. As a final note before tucking into an obligatory Chicago deep-dish for the night: I respect the risk My Chemical Romance took with Danger Days , its fourth studio album, but I can't say I will be reaching for it again soon. Leg 5: Found the Traffic Chicago, Illinois, to Detroit, Michigan: 288 miles As a New Yorker, I was happy to spend the morning examining Chicago's inferiority complex for myself. I'M KIDDING! Chicago is lovely and offers many architectural delights. Go and see the Chicago Cultural Center for yourself if you get the chance. Shorter day for us, this was. In Michigan past Hamtramck and headed north toward Troy, we encountered the first real traffic since departing Los Angeles four days prior. Here, the Civic shone, deftly switching between gas and EV-only modes. Somehow, sitting in traffic with a hybrid doesn't feel nearly as wasteful, as there isn't the engine's constant vibration to remind you of how much gas you're burning by idling. Technically, we should have gone farther than Royal Oak on Day 5, but seeing as this is where MotorTrend 's Detroit bureau is headquartered, a team outing to Buddy's Pizza for some Detroit-style was a must. I'm a thin-crust girlie for life, but Detroit-style is something you can really sink your teeth into. Leg 6: Familiar Topography, Home Stretch Detroit, Michigan to New York, New York: 631 miles I spend an inordinate amount of time in California and on the West Coast, but I'd be lying if I said a familiar sense of home didn't steal over me upon crossing through Ohio and into Pennsylvania to see low, rolling mountains and forests of mature trees. Fascinating as the flat plains were, they also felt very exposed. To pass the time more quickly, we performed a single-tank hypermiling test per the MotorTrend method: with a full tank of gas and cruise control set at 70 mph. Not part of the MotorTrend method: Erik Larson's The Devil in the White City audiobook playing over Spotify. What? Chicago inspired us! Audiobooks are where the Civic's loud road manners detract from the experience. You can tune it out easily when nothing's playing, but to catch every scintillating detail of H. H. Holmes' murder spree and the building of 1893's Chicago World's Fair meant we had to crank the volume way up. Calculations made after using roughly three-quarters of the tank equaled 44.7 mpg—2.3 miles lower than the EPA-rated figure. This isn't a huge deal, as variations in specific vehicles, driving conditions, and environmental factors all affect a car's fuel economy. This is quite literally a case of 'your mileage may vary.' Still, 44.7 mpg on the highway is great. And we expect it to be even better once we get the Civic Hybrid home and unleash it in Manhattan gridlock. The Economy Standard Speaking of New York—we made it! In total, the trip netted 50 hours and 33 minutes of driving over 3,090 miles and through 14 states (California, Nevada, Arizona, Utah, Colorado, Nebraska, Iowa, Illinois, Indiana, Michigan, Ohio, Pennsylvania, New Jersey, and New York). I simultaneously felt tired and also like we never left. This is old news to people who've done it before, but for those who haven't: Driving across the United States gives a perspective that flying will never offer. It's bigger than conceivable, but it also feels smaller and more manageable at the same time. You make memory anchors. We can now say, 'There's great Indian food in La Verkin, Utah,' and 'Downtown Omaha has a beautiful waterfront park.' For me, at least—the unwilling participant of this whole thing—it's worth remembering you should regularly be made to feel uncomfortable, to go out to see and try new things. Road-trip snacks are the spice of life. It was also fascinating to experience westward expansion, albeit in reverse. People used to die on this trek all the time. Today, though? We did it in a relatively speedy six days of maximum comfort via a climate-controlled car full of snacks, cold water, and Wi-Fi along a well-paved interstate highway system dotted with rest stops, hotels, and gas stations. We drove coast to coast and only used, like, four or five roads, which is my next point: What a modern wonder the United States Interstate Highway System is. What would the country look like without it? Could something like it be approved and built today? (Probably not.) This marvelous collection of highways is our Colosseum. But the real hero of the trip was the little red Civic Hybrid. Wondering what the average mpg was for crossing the United States of America? After all the distance and roughly 88 gallons of gas, the car returned about 38 mpg. The majority of it was highway driving, with some local and city roads in between. Beyond that, though, the car is a sheer testament to how high the standards now are for economy cars. It wasn't even that long ago that features that come stock on this Civic were costly extras on far, far more expensive luxury cars. Hell, sometimes they still are. Comfortable (after the cushions), easy to drive, and pleasant to be around, the Civic Hybrid proves you don't need the biggest land yacht to get from sea to shining sea. Much like the riders of the Pony Express, it does its best with what counts the most. Nothing more. Nothing less. More on Our Long-Term 2025 Honda Civic Hybrid Sedan: An Incredible Win for the Masses?
Car and Driver
03-07-2025
- Automotive
- Car and Driver
View Exterior Photos of Our Long-Term 2025 Toyota Prius XLE
Read the full review | See interior photos The Toyota Prius is impressive beyond its prodigious fuel economy. We're excited to take this one on a 40,000-mile journey to see how it holds up.
