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Auto Blog
13 hours ago
- Automotive
- Auto Blog
Subaru Icons Face Stylish Threat from Mazda
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. A proper Subaru competitor You don't have to be a Subaru owner to understand the brand's target audience. If you're a parent who answers the call of the wild, a dog owner, or someone who appreciates a good value, you've likely shopped for a Subaru at least once (or you own one now). Mazda examined the typical buyers of the Subaru Outback and Forester crossover SUVs and decided to throw a low blow by introducing the CX-50 in 2021. The body shape is long with a sloped roofline in the back, similar to the Outback, but has similar cargo space figures to the Forester. With a standard intelligent AWD system, off-road-centric drive modes, rugged styling, and outdoorsy marketing featuring images of families with dogs and/or kids, Mazda knew exactly what they were doing. 0:08 / 0:09 2025 Honda Accord: 4 reasons to love it, 2 reasons to think twice Watch More When Mazda decided to partner up with Toyota to produce the CX-50 hybrid (utilizing the hybrid system in the RAV4 hybrid), it put itself ahead of the pack, since the Outback still isn't a hybrid, and the Forester was just hybridized for 2026. With the Forester being a true AWD hybrid SUV, it gives it a bit more of an edge against the CX-50, especially since the pricing of the Forester hybrid and the CX-50 hybrid is very similar. The Subaru Forester's price range is $29,695 to $43,295 for the Touring Hybrid, while the CX-50 Hybrid's pricing starts at $35,195 to $41,195. Not only is the Mazda less expensive, but it also has a more premium interior and a trusted hybrid system, while the Forester hybrid is an all-new system. Source: Kristen Brown As a gas-only car, we'll compare the Mazda's price range to the Outback. The Mazda starts at $31,995 and goes up to $44,495 for the 2.5 Turbo Premium Plus, while the Subaru Outback starts at $29,351 and goes up to $43,210. As you can see, the Mazda takes on the Forester and the Outback at the same time. If power is important, the Mazda is hard to beat The Mazda I reviewed was the 2.5 Turbo Premium Plus, which is the top-shelf model of the gas-only CX-50. Under the hood is a 2.5-liter turbo four-cylinder engine that generates 227 horsepower when regular octane fuel. However, when you use premium (which, ingeniously, Maza engineered it to handle both), the horsepower is boosted to 256. Of course, more horsepower comes at the cost of miles per gallon, but if you're looking for a little pep in your step, filling up with premium every once and a while is a great way to do that. The Forester has a 'Sport' model, which is more than an appearance package than anything else, but the Forester XT was discontinued in 2018. As far as power is concerned, the Forester doesn't stand a chance, as stock figures aren't more than 180 horsepower. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Source: Kristen Brown The Outback, on the other hand, can be bought with Subaru's 2.4-liter turbocharged four-cylinder boxer engine in four trims: the Wilderness, Onyx XT, Limited XT, and the Touring XT. The Touring XT is the top-of-the-line trim level, and it's meant to be what Mazda's Premium Plus trim is: rugged luxury. The interior of both cars features creamy tan Nappa leather, all-weather features like heated mirrors, a heated steering wheel, heated seats, and complementary contrast stitching. The Outback's turbocharged engine makes more horsepower at 260, but unless it's in Sport mode, the CVT prioritizes a smooth ride that stays in the low end of RPMs to help keep mileage in the high 20s. When I had it, I was averaging 25 mpg. The CVT can certainly give the XT power when you put the pedal to the metal without too much rubberbanding, but the Mazda's traditional automatic is much more responsive and refined. Mazda's intelligent AWD system helps the CX-50 be more efficient The Subaru Forester and Outback both use a very traditional, mechanical AWD system. Since the front and rear wheels have a permanent connection to the engine, Subaru's symmetrical system is known for its rigidity and longevity. Mazda's system is similar, but much more electronically controlled. It's an 'intelligent' system that's reactive and predictive, and when sensors don't detect slipping (or predict slipping, based on factors like wheel speed, steering input, and windshield wiper usage), the system will split the torque to bias the front wheels. This helps the CX-50 get better mileage when AWD isn't needed, and then be able to handle the unexpected at the same time. Subaru's system is proven and incredibly tough, but because it's always on, even when the weather is fair, mileage certainly suffers. The company has improved its efficiency by a large margin over the last few decades, but the figures are noticeably different. The Forester, as a non-hybrid, gets a little better mileage since it's not as large or as heavy as the Outback at around 24 mpg combined, and the CVT helps, but the Mazda was getting 25 mpg doing mostly downtown driving. The Outback was getting around the same, but I did do more highway driving. Both Mazda and Subaru are incredibly safe options Mazda and Subaru are two companies that are known for their safety features that come as standard equipment, instead of having to pay extra for them (looking at you, Toyota). Subaru's Eye-Sight is an award-winning dual-camera system that's known for its effectiveness in busy areas like cities, but tends to be less effective in poor weather conditions that can block cameras. Mazda's system is a predictive one that utilizes cameras and radar, making it effective in poor weather conditions. Additionally, cameras help prevent human accidents through features such as cyclist and pedestrian detection. Both systems are highly praised for their effectiveness, and both brands get gold stars for having incredible features as standard equipment. Source: Kristen Brown Therefore, even if you bought the base level of the Mazda CX-50, Subaru Forester, or Outback, you'd be getting top-shelf safety features for much, much less. Both companies have key features like lane assist, adaptive cruise control, driver attention alert, reverse automatic braking, automatic emergency braking, forward collision detection, blind spot detection, and more—all for a fair price. Either brand is prepped for adventure By the features on the CX-50, it's obvious they were aligning themselves for Subaru's buyers. Like the Outback and the Forester, the Mazda CX-50 comes with standard AWD at all trim levels, has 8.6 inches of ground clearance, and has an 'Off-Road' drive mode that splits the torque and power evenly across all four wheels. Granted, that drive mode isn't the same as Subaru's X-MODE, designed for off-road driving, but all three models got good scores in snow, dirt, and mud. All three also come standard with all-season tires, and both brands offer adventure-friendly dealer add-ons like roof rails, cargo boxes or baskets, all-weather mats, cargo nets, and pet-centric options like seat covers. Source: Kristen Brown Off-road, the Mazda doesn't feel as comfortable because of its limited visibility (the seating position is quite low, the windows are smaller and higher up, the hood line is high, and the cameras are a pretty low resolution), but the AWD system was poised, balanced, and incredibly responsive. The Subaru Forester and Outback are very happy to be off-road, because of the high seating position and excellent visibility. Both are very easy to see out of and even easier to drive without the need for cameras, so if you plan on doing a lot of overlanding, Subaru is the way to go. But if you want a family-friendly car that can handle the occasional trail to a remote campsite, the Mazda's a solid choice. If cargo and passenger space is a priority, Subaru is the clear winner The CX-50 is around the same size as either Subaru, with the Subarus being a little taller, wider, and longer, but the low roof line and the low seating position made it feel quite cramped in the driver's seat compared to the wide open feeling of either Subaru. The Forester has the best visibility out of all three, with a high seating position, a tall roof, and large windows. I was looking over the hood, which made it easy to see the corners of the hood, and since I could look over my shoulder and see behind me, I didn't even need blind spot warnings. The Outback was also easy to see out of, but not as easily as the Forester. The Outback is the largest of the three, so it shouldn't be shocking to learn that it has the most cargo and passenger space. The Mazda has decent cargo space, but the rear seats were cramped with both of my toddlers' car seats. A low roof line means less height, so you can't put as much in the trunk as you can in either Subaru. That could easily be fixed with a cargo box and basket, though. Final thoughts The Mazda CX-50 poses a direct threat to the Subaru Forester and Outback with similar features, similar off-road features, standard AWD, and family-friendly price ranges. The Mazda's hybrid option with Toyota's trusted and proven hybrid system makes it hard to pass up, while the Forester's hybrid system is all-new. Subaru's excellent visibility and refined X-MODE make it more off-road-ready, but the Mazda's power and use of an automatic transmission over a CVT make the driving dynamic much more refined and balanced, even when driving daily. Source: Kristen Brown The Subaru has more passenger and cargo space if you're shopping for a family car, but if you wanted a fun, spirited adventure SUV and kids weren't in the picture, the CX-50 would be the one I'd recommend. You can't go wrong with any of the three cars listed, especially at those prices. When the Outback finally comes out with a hybrid option, the competition will be even stiffer. About the Author Kristen Brown View Profile
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.
Auto Express
10-07-2025
- Automotive
- Auto Express
New Nissan Qashqai e-Power 2025 review: impressive efficiency in an unusual way
The Qashqai e-Power is a unique, and slightly unusual, proposition in the ever-expanding sea of hybrid family SUVs. Around town, its clever powertrain delivers a genuinely EV-like drive, while the newly enhanced version brings noticeable improvements in refinement and fuel economy on the motorway. The cherry on top is that the updated set-up will be cheaper to run, in terms of trips to the pump and maintenance, which buyers will appreciate in the long term. Advertisement - Article continues below The Nissan Qashqai received much more aggressive styling, an interior overhaul and new Google-backed tech as part of its extensive mid-lift facelift last year, but there were no changes under the bonnet at the time. Presumably because the brand's engineers were still toiling away on the next evolution of its e-Power hybrid system, which is finally ready to be rolled out later this month. The unique set-up is designed to deliver as close to an EV-like driving experience as possible – without the driver having to worry about range or charging – by only using an electric motor to drive the front wheels. The petrol engine acts solely as a generator to charge a 1.8kWh lithium-ion battery, which in turn powers the e-motor. For the third iteration of its e-Power set-up, Nissan has designed an all-new five-in-one electric drive unit that shares core components with the latest Leaf EV. By putting everything into one unit, not only does it mean the system is now more efficient, but it also emits less noise and vibrations, to help improve refinement. Skip advert Advertisement - Article continues below View Qashqai View Qashqai View Qashqai View Qashqai There's also a new, dedicated 1.5-litre three-cylinder petrol engine with a larger turbocharger so the motor doesn't have to rev as high on the motorway, further boosting refinement and efficiency simultaneously, while the company's 'STARC combustion concept' supposedly improves thermal efficiency by up to 42 per cent. As well as reducing fuel consumption, Nissan has managed to increase the service intervals from 9,000 to 12,000 miles, which will allow buyers to save money on maintenance. Advertisement - Article continues below The result of all this is that the Qashqai e-Power can now average up to 62mpg, compared with roughly 54mpg before. It also consumes less fuel while cruising on the motorway which, in theory, should allow drivers to cover up to 745 miles on a single tank of petrol. Meanwhile CO2 emissions have dropped from 117g/km to 102g/km, and cabin noise has fallen by 5.6dB. Nissan has also tweaked the hybrid system's power output, because customers apparently wanted to feel more of a difference when switching into Sport mode. Now, in Normal mode, the e-motor produces 188bhp and 311Nm of torque, but switching to Sport ups it to 203bhp and 330Nm; that's enough to whittle the official 0-62mph time down from 7.9 to 7.6 seconds. Skip advert Advertisement - Article continues below To try and appreciate the improvements in the driving experience, we tested the outgoing and new Qashqai e-Power back-to-back, and there is a definite (if very subtle) improvement in refinement. For instance, the old engine sounded harsher and seemed to emit a constant drone while cruising on the motorway, then roaring into life when we floored the throttle. By contrast, the new one is generally much quieter, especially on the motorway, as Nissan promised. Advertisement - Article continues below In town, however, we found it impossible to tell the difference between the two cars, which is understandable because both are propelled by a silent electric motor. We often noticed a delay in power delivery when trying to accelerate, however, which breaks the illusion that you're driving an EV. We still like the stronger regenerative braking setting, which Nissan calls the e-Pedal mode, that you activate easily by a pressing button on the centre console. It might not deliver the genuine one-pedal driving you get in some EVs, but it does slow the car considerably when you lift off the throttle and helps in town-centre traffic. The only downside is that, when you hit the open road, the brake pedal doesn't feel as natural as when you switch the system off. Nissan says it's also updated its 'ProPilot' adaptive cruise control system. Among the improvements are an automatic and predictive speed limit function, which can slow the car down in preparation for a new speed limit to help prevent drivers from getting tickets. Unfortunately, the company hasn't come up with an easier way for drivers to silence the incessant bonging from the various other driver-assistance systems. The speed-limit warning and lane-keep assist were particularly vocal during our test drive. To turn systems like this off, you have to use the buttons on the steering wheel to trawl through various menus on the digital driver's display, which is as slow, overly complicated and distracting a process as it sounds. We're surprised Nissan hasn't found an easier solution for drivers, like the 'My Safety Perso' button you get in Renaults and Dacias. We've been told the new Nissan Qashqai e-Power will cost the same as the existing version, which is available from £34,860 – nearly £2,000 more than a mild-hybrid automatic model in the same specification. The first cars featuring the new and improved e-Power set-up are due to arrive on customers' driveways by September. Model: Nissan Qashqai e-Power Tekna+ Price: £39,155 On sale: July Powertrain: 1.5-litre 3cyl petrol hybrid Power/torque: 203bhp/330Nm Transmission: Single-speed automatic, front-wheel drive 0-62mph: 7.6 seconds Top speed: 105mph Economy/CO2: 62mpg/102g/km Size (L/W/H): 4,425/1,835/1,575mm Got the Nissan Qashqai on your mind? Take a look at our latest deals on a new Nissan Qashqai , or find top prices on a used Nissan Qashqai . Ford Escort Mexico gets new lease of life with MST Sports Ford Escort Mexico gets new lease of life with MST Sports While not officially Fords, the MST Mk1 and Mk2 Sports should drive as sharply as they look Car Deal of the Day: Skoda Octavia vRS is the consummate all-rounder and only £255 a month! Car Deal of the Day: Skoda Octavia vRS is the consummate all-rounder and only £255 a month! A three-time Auto Express Family Car of the Year winner, paired with Golf GTI power, is our Deal of the Day for 6 July Car Deal of the Day: Peugeot 208 GT is a sharp supermini for less than £180 a month Car Deal of the Day: Peugeot 208 GT is a sharp supermini for less than £180 a month It may be getting on a bit, but thanks to distinctive styling you really wouldn't know it – Peugeot's 208 is our Deal of the Day for 7 July
Auto Blog
09-07-2025
- Automotive
- Auto Blog
I Test Drove the 2025 Lexus RX 350h F-Sport AWD: Here's the Real Verdict
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. There are plenty of AWD hybrid SUVs to choose from. So, what makes the Lexus RX 350h worth the added cost? In a world where an AWD hybrid SUV is spotted in every other suburban driveway, and at least two options from nearly every manufacturer to choose from at various price ranges, you'd be the weird one for not having a hybrid SUV—all-wheel drive or otherwise. The Toyota RAV4 and Highlander hybrid are the two most popular AWD hybrid SUVs in Bend, and I remember seeing them everywhere in the San Francisco Bay Area, too. And there's a good reason they're so popular: they offer a plethora of options at a flexible price range. Previous Pause Next Unmute 0:00 / 0:09 Full screen 2024 Land Rover Defender V8 review: Still wild at heart Watch More Source: Kristen Brown All that is to prepare the question: when the RAV4 and Crown Signia both have a maximum price of around $47,000, what makes the 2025 Lexus RX 350h F-Sport AWD worth buying over those two options? Especially when the maximum price is $57,455 MSRP? After having the Lexus for a week, there are certainly a few good reasons to choose luxury over the RAV4 or Crown Signia. Let's get into whether or not I think it's worth the extra dough. The exterior and design definitely earn extra points Lexus doesn't try as hard to hide its Toyota roots like Genesis hides its Hyundai roots, yet, stylistically, Lexus looks and feels like a completely different company that utilizes the best of Toyota's technology. For instance, the Lexus RX shares the same platform and hybrid powertrain as the Toyota Crown Signia, but the styling and interior design feel completely different. As someone who prefers to like the way their car drives and looks, I prefer the looks of the Lexus over its Toyota counterpart. Both have similar grille designs, but the headlights, wheel design, and color all look more premium to me. I'm usually very tough on interiors that don't have a lot of personality. One of my biggest gripes with Lexus (and some Toyota) interiors is the flat black interiors. Granted, leather adds a pleasant look and smell to a car's interior, but when there isn't even contrast stitching to break things up a little bit, an all-black interior tends to bore me pretty quickly. At first, the RX had that effect on me. Lexus offers different colors for it, like a decadent Rioja Red with Dark Graphite accent trimming, or creamy tan leather with Ash Bamboo accenting. I'd opt for the red leather since it would be a unique and very sexy look for the luxurious Lexus. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Source: Kristen Brown The interior layout was both handsome and familiar, with my only gripe being the placement of the Engine Start/Stop button. It was at the very top left corner of the standard 9.8 or optional 14-inch multimedia screen, instead of being to the right of the steering wheel. This isn't a dealbreaker, just something that took a few days to get used to. I prefer a more open interior, so the low-seating position in the sportier Lexus RX took a while for me to warm up to. But that wasn't anything a quick seat adjustment couldn't fix. An RX 350h can be the tame MPG champ or a performance pony The RX 350h's driving controls spell out how capable it is for everyday driving, while other controls suggest it's ready for the occasional spirited drive ('F-Sport' enters from stage right). On the shifter, there are the typical gears, and then there's 'M' for manual for those who like paddle shifters. Don't be fooled, though–there aren't any true gears in the RX. The 2.5-liter four-cylinder engine that makes a combined 246 horsepower is paired with a CVT, not a standard transmission. Obviously, this is how you achieve over 30 mpg combined (when I had it, I was averaging 34 mpg), but it could be a dealbreaker for purists. I didn't mind the CVT; it felt very responsive, rather than rubbery. When you put it into Sport mode, though, it's hard to believe that it's a CVT. It hung onto the 'gears' a little longer to pull the SUV through tight turns and corners, and it did an amazing job. It doesn't have electronically adjustable suspension, but the RX didn't need it as the ride quality wasn't too soft and it wasn't too stiff, either. It had just the right amount of feedback and a good amount of absorption. My youngest slept every time she was in the Lexus, and she had a hard time sleeping in any car since there was so much to look at. Source: Kristen Brown The AWD helped give it a little more oomph, too. When starting from a stop, the Lexus launched with almost startling agility, and it stayed poised and planted when accelerating. In Sport mode, the AWD is tuned to bias the rear wheels and move power where it needs to, helping transform the eco-friendly grocery getter into a spicier errand-runner. Regardless of which direction you take, the Lexus is ready for it, and it was enjoyable to drive either way. It was great as a family hauler, too Being roughly the same size as a Crown Signia (both have identical wheelbase lengths, but the Lexus is wider while the Toyota is longer, and they're the same height), there was plenty of space for the whole family. My two toddlers and their car seats fit perfectly fine, and their seats were very simple to install. The lower anchors were easy to find, and securing the buckles took minimal effort. The upper tethers were on the back of the rear seats, and the anchor point was secured by simply snaking it behind the tonneau cover. Easy peasy. The cargo space was plenty for a family of two or even three, with enough room for a double stroller and a diaper bag. You wouldn't need to take anything out to make room for your Costco haul. I also greatly appreciated how easy it was to control the rear climate controls from the main media screen. When I had the Lexus to review, it was quite warm, so being able to set the fan speed and temperature helped me keep my cool (literally) and not worry so much about how warm my toddlers were. They both liked the size of the rear windows and the large panoramic sunroof. They're hard to please when they're in the car, and it was nice to see them happy in the back seats. Source: Kristen Brown When I took the rear seats out, the back seats were great for adults, too. There was more than enough legroom for taller folks, charging ports, customizable climate controls for both sides, cup holders, and an armrest with additional cupholders integrated into the middle seat that can fold down. When my husband was driving so I could experience the rear seats, I felt like I was being chauffeured. I would have no problem sitting back there for a long road trip. Mentally, I added it to my list of cars I'd pay to rent while on vacation, no doubt. There are a lot of options for the RX 350 There are so many choices for the Lexus RX that it's almost overwhelming. It can be bought as a gas-only car, a performance-oriented SUV with a turbocharged engine, a standard hybrid, a performance hybrid, a plug-in hybrid, and a performance plug-in hybrid. There's also an option for a blacked-out package. Due to the numerous options, prices vary significantly, ranging from $50,475 for the standard RX 350 to $63,270 for the RX 350h Luxury. It's a little much when the size and options suggest it's more of a family SUV, but when other luxury SUVs around the same size are considered, the pricing isn't that terrible. Final thoughts Whether or not the 2025 Lexus RX 350h F-Sport AWD is worth the money depends on how important a name brand is to the person doing the car shopping. Lexus is consistently being recognized as one of the most reliable brands you can buy right now, and that's thanks to its Toyota roots. Toyota is known for its hybrid technology and reliability, so it's not at all surprising that the two brands are always battling for the top two spots on the reliability charts. Source: Kristen Brown Buying a Lexus is never a bad decision–but in this economy, it's difficult for me to rationalize paying extra for the ability to say, 'I drive a Lexus,' when the same technology is in the Crown Signia or RAV4. Some people enjoy climbing into a car that represents the pinnacle of luxury and reliability, though, and the Lexus RX 350h is just that. About the Author Kristen Brown View Profile
Forbes
07-07-2025
- Automotive
- Forbes
Test Driving The 2025 Toyota Sequoia 1794 Edition
The 2025 Toyota Sequoia is offered with a new trim level: 1794 Edition Toyota has released a new trim for its largest SUV: the 2025 Toyota Sequoia 1794 Edition. The 1794 Edition trim has been available on the Tundra full-size truck for a couple years, but it was just introduced on the Toyota Sequoia. The 1794 Edition sits below the top-of-the-line Sequoia Capstone trim and above the Sequoia Platinum trim. It includes a lot of extra equipment that we'll dive into in a moment, but let's revisit what role the Toyota Sequoia serves first. Toyota Sequoia: Does it Really Need a V8? This is the biggest vehicle in Toyota's line up, acting as the brand's roomy, three-row, family-friendly, off-road capable SUV that utilizes on a body-on-frame chassis. It's got a 3.4-liter twin-turbo V6 combined with an electric motor, as reflected in the 'i-Force MAX' badging on the hood. This hybrid drivetrain delivers a total of 437 hp and an impressive 583 pound-feet torque. That peak torque number is quite a bump up from the peak horsepower number – thank you electric motor. The i-Force MAX hybrid drivetrain benefits both power and fuel efficiency The previous Sequoia featured a V8, and while it's easy to bemoan the loss of the V8 the reality is that the execution of this twin-turbo V6 + hybrid combination means the car accelerates with authority. It gets to 60 mph in about 5.5 seconds and through the quarter mile in around 14.4 seconds. The power is delivered through a 10-speed automatic transmission that picks gears quite well. The result: both solid power and solid throttle response, despite having only six cylinders. The Toyota Sequoia 1794 Edition can be outfitted with the TRD Off-Road package More impressive, and surprising, is that the hybrid drivetrain actually sounds pretty good, too, especially for not being a V8. I purposely avoided researching where the sound was coming from, though I have a strong suspicion it's coming from an amplifier and speaker as much or more than the exhaust system. But I'm going to embrace not knowing, and just say that between the drivetrain's power and torque, plus throttle response and deep exhaust note, the Toyota Sequoia's drivetrain is quite effective. The Sequoia's interior features a digital gauge cluster and 14-inch touchscreen Another Sequoia surprise-and-delight feature is a real-time oil pressure gauge. This is something I wasn't expecting in a three-row SUV in 2025, but I happen to be looking down at the gauge cluster while accelerating from a stop, and I saw the oil pressure gauge flare to life as the engine's RPM rose. Real-time oil pressure? That was common in older performance cars but is pretty much unheard of in modern family vehicles. Kudos to Toyota for serving drivers who still appreciate real time feedback. Despite it's body-on-frame underpinnings the Sequoia offers a refine ride quality Toyota Sequoia: Drives Smaller Than It Looks While the 2025 Toyota Sequoia certainly isn't a small SUV (it's more than 17 feet long and 6 and a half feet wide), this is one of those vehicles that can have you forgetting how much SUV is behind you after a just few minutes of driving. It doesn't necessarily feel nimble or spritely, but if you're avoiding the Sequoia because you think it might feel unwieldy, don't. If you can handle a CR-V or RAV4, you can handle the Sequoia, though you'll likely want to leverage the 360-degree camera technology when it's time to park. The 1794 Edition trim includes woodgrain accents with "1794" badging This particular model is the Sequoia 1794 Edition. Just as Ford has the King Ranch and Dodge has the Big Horn, the 1794 Edition is named for a large ranch in Texas. And in the spirit of Texas, it's got a lot of features that proudly display its ties to the longhorn state. These include brown leather and wood interior accents, '1794' badging throughout the interior and exterior, a panoramic sunroof, second row captains chairs, massaging front seats that are also heated and cooled, and a tow package. A wide range of off-road features and technology are available on the Sequoia Because it's a large body on frame chassis, the Sequoia rides on Toyota's TNGA-F (Toyota New Global Architecture) platform. This platform serves many models, including the Land Cruiser, Tacoma, Tundra, and 4Runner. For the Sequoia application it offers standard rear wheel drive, with optional four-wheel-drive available on nearly every trim. Buyers can also get a two-speed transfer case and locking rear differential, plus crawl control (low-speed cruise control for off-roading) and hill-descent control. These features are part of the TRD Off-Road package. The 20-inch wheels features off-road tires when the TRD Off Road package is ordered For buyers needing to tow heavy trailers, the 2025 Toyota Sequoia can handle between 8,900 and 9,500 pounds, impressive numbers and yet another reflection of the extra torque emanating from its hybrid drivetrain. Fuel efficiency also benefits, with the i-Force MAX engine giving the Sequoia a 22 mpg rating for rear-wheel-drive models and 20 mpg for all-wheel-drive versions. Not bad for a 6,200-pound, three-row SUV with 157 cubic feet of passenger space. A mere 12 cubic feet of cargo space behind the third row reduces the Sequoia's utility Toyota Sequoia: A Long Lasting SUV But perhaps the most impressive Toyota Sequoia figure is its expected lifespan. My company, studies the predicted lifespan of every model sold in the U.S., and the Sequoia consistently lands near the top of that list. The list looks at models most likely to get to 250,000 or more miles, and the Sequoia, along with the Tundra, 4Runner, and Tacoma, often make up the top four spots. The latest list shows the Sequoia in slot number 2 (behind Tundra) with a 36.4 percent chance of getting to 250,000 miles, or 4.2 times more likely to get there than the average vehicle. Straightforward controls make it easy to enjoy the Sequoia's many features Sitting in the Toyota Sequoia's driver's seat presents a user-friendly set of controls, despite the SUV's wide spectrum of capabilities. The 14-inch touchscreen uses an intuitive interface, with dedicated climate controls beneath it. The Sequoia's off-road controls are in the center console, and include two- and four-wheel drive settings, high- and low-range gearing, a knob for drive mode settings, plus buttons for tow mode, crawl control, and multi-terrain select. The surround-view camera eases the challenge of maneuvering the Sequoia For storage space there's a relatively shallow bin on top of the center console, along with a much larger, deeper storage area under the console's hinged lid. There's also a USB-C and a standard USB plug in the big bin. The top of the console and upper dash area feature woodgrain with '1794' badging above the glovebox. The woodgrain is offset with brown leather panels featuring tan contrast stitching, all of which is unique to the Sequoia 1794 Edition trim that's new for 2025. The Sequoia 1794 Edition includes standard second-row captain's chairs Toyota Sequoia: Interior Space Reduced Despite its body-on-frame underpinnings, the 2025 Toyota Sequoia delivers confident handling and a refined ride quality. However, while the advantage of using a body frame structure is increased chassis strength and durability, it comes at the cost of interior space. Specifically, having a live axle running between the two rear wheels impinges on the packaging in the third row and cargo area. It means a higher floor back there, which reduces third-row headroom and legroom. Third-row space is compromised by the Sequoia's live-axle underpinnings The only way to avoid this is to use a front-wheel-drive based, unibody structure that doesn't have a live rear axle, like the Toyota Grand Highlander. That model offers more third-row passenger space and better cargo space behind the third row. If you're buying a three-row SUV and you genuinely plan to use the third row for adults, as well as the cargo area for hauling things, you'll want to go with the Grand Highlander instead of the Sequoia. Of course the Sequoia is better off-road and it's got that ultra-durable body-on-frame design, but it is not as good for maximizing third-row space and cargo capacity. The 2025 Toyota Sequoia has one of the longest predicted lifespans Pricing for the Sequoia starts around $65,000 for the base SR5 trim and tops out around $87,000 for the Capstone version. This 1794 Edition costs $83,000, though adding the TRD Off Road package brings the price to just over $85,000. With that configuration you'll have an SUV loaded with both luxury and off-road features, and while those numbers may seem high, they represent pricing reality for large, luxurious SUVs in a post-Covid world. And in that world, the 2025 Toyota Sequoia brings not just luxury and off-road capability, but exceptional long-term reliability.
