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The 2021 Toyota RAV4 PHEV builds on the RAV4 Hybrid and brings greater performance, a genuine 46-mile EV range and 4-in-1 drive mode capability. With 302bhp, it’s the most potent RAV4 so far.

Model tested: RAV4 Plug-in Hybrid in ‘Dynamic’ trim (£47,395).

Also available in ‘Dynamic Premium’ trim (£50,895).

RAV4 self-charging Hybrid range starts from £31,090.

On sale now, first deliveries expected April, 2021.

The 2021 Toyota RAV4 PHEV builds on the RAV4 Hybrid and brings greater performance, a genuine 46-mile EV range and 4-in-1 drive mode capability. With 302bhp, it’s the most potent RAV4 so far. Fuel consumption is +/- 280 mpg and emissions just 22g/km CO2. Engineers retuned the 2.5-litre petrol engine and endowed the PHEV with a newly developed 18.1kW/h lithium-ion battery to power two electric motors – one for each axle. As a result, all-wheel drive comes standard.

For an in-depth read, pop the kettle on and crack open the Hobnobs…

Since its arrival in 1994, both the progress and appreciation of Toyota’s RAV4 SUV has been well documented. The intervening 26 years have seen four generations of the model come and go, during which more than 228,000 units have been sold - and that’s just in the UK. The car has been a self-charging (non-plug-in) hybrid since the fourth generation of 2013.

The current fifth-generation RAV4 hybrid was first shown at the Los Angeles Motor Show in 2018 and arrived on our shores in 2019. Even though it sold exceptionally well for Toyota in its hybrid form (attracting more than 120,000 customer orders in Western Europe in only its first year on sale), it was clear that it would also need a plug-in hybrid (PHEV) variant to properly compete in a rapidly growing PHEV market. We didn’t have to wait too long as it arrived just earlier this year.

The regular hybrid RAV4 (from £31,090) will continue to be available alongside this new PHEV variant, which is the subject of our first-drive impression this week. It is priced from a somewhat hefty £47,395, which could become the model’s Achilles’ heel. I sincerely hope not, because there’s plenty to like - and it’s rather quick, too.

In another life, I used to travel to sunnier climes around the Mediterranean to drive new cars. However, in continuance of this one, I recently popped up to Toyota UK’s press car facility in Crawley, West Sussex, to spend a few hours in ‘GY70 ZNE’ – a RAV4 PHEV presented in Dynamic trim and finished in ‘Decuma Grey’ bi-tone. To be fair, it was a good a reason as any to leave the house.

Pricewise, the nearest rivals to the RAV4 PHEV (from £47,395) would include the premium offerings of Land Rover Discovery Sport P300e PHEV (from £47,000), the BMW X3 xDrive30e (from £49,250), followed by the Volvo XC60 Recharge PHEV (from £51,340).

Less expensive plug-in hybrid SUV rivals should include the all-new KIA Sorento PHEV (from £44,995), the Peugeot 3008 Allure PHEV (from £37,310), the ageing Mitsubishi Outlander PHEV (from £35,815) and finally the excellent KIA Niro PHEV (from £30,515).

The electric-only ranges of all those do vary, but the ‘car in front’ here is the Toyota RAV4 PHEV with its 46 miles.

Toyota’s current iteration of its RAV4 is quite a handsome car – not a description I would have used when its chiselled, Lexus-like angularity was first shown at the New York Motor Show in March, 2018. However, it’s purposeful and composed stance along with its Jeep-like squared-off wheel arches have grown on me over time.

There is little to distinguish this RAV4 over the regular, non-plug-in hybrid. There is some ‘PHEV’ badge work, an additional ‘filler’ flap for the charging socket, a metal-look finish to the lower front moulding and rear garnish above the licence plate, dark chrome detailing in the headlight units and dark plating for the front grille, that’s about it. Oh, and the rear skid plate is painted black. 

Both trims of the PHEV RAV4 are fitted with bespoke 19-inch alloy wheels as standard. The introduction of the PHEV model brings a new ‘Scarlet Flare’ body colour to the full RAV4 range. The new colour is offered in a bi-tone finish with a black roof and pillars.

The RAV4 has always had a strong focus on being practical and sturdy and delivers a true ‘built to last’ feel that makes it ideal if you’re looking at this Toyota as a family car.

In terms of overall space and layout, the RAV4 PHEV is no different to the hybrid model. It’s spacious throughout, with plenty of room in the rear for adults to get comfortable. There’s also a useful storage area to tuck away the supplied recharging cables.

The seats get some new upholstery and unique stitching and anyone coming from the standard hybrid car will feel right at home. It feels built to a good standard, if not quite as high-end as some of this car’s similarly priced premium rivals.

The touchscreen is still a bit laggy and not as responsive as those same rivals, but there’s Apple CarPlay and Android Auto now, which means you can control all of your phone’s functions via the simple menus, or using voice control.

I have no complaints about the rest of the layout, though, with intuitive manual rotary dials for the climate controls and plenty of adjustment in the driver’s seat – making it really easy to get comfortable. Visibility is quite good for a car of this type and aided by the standard-fit reversing camera and all-round parking sensors.

Sitting in the driver’s seat, you’ll struggle to tell the standard RAV4 and its plug-in sibling apart. Aside from a couple of PHEV-specific dials and some unique seat fabric, it feels very familiar inside.

The new PHEV model shares the same external dimensions as the hybrid. There is a slight 60-litre decrease in the load space capacity, with the floor being raised by 35mm. Still, at 520 litres the volume remains competitive with rivals in the segment. Fold down row two and a cavernous 1,630 litres become available – ideal for the IKEA run or those trips to your local recycling centre.

The boot floor is flat and has additional storage space for the charging cable beneath the deck board. The load surface remains flat when the rear seats (divided 60:40) are folded and a flush joint with the rear finish plate makes it easy to slide heavy items into place.

With no awkward intrusions in the side of the load area, the space is practical for carrying large items. Towing capacity is a maximum 1,500kgs with a braked trailer and there is no reduction in the size of the fuel tank at 55 litres across the full RAV4 line-up.

In terms of trim levels, there are just two to choose from – Dynamic and Dynamic Premium. Their respective prices are indicative of how exceptionally well-equipped both models are.

Dynamic models get a host of safety kit, along with a nine-inch touchscreen with all the bells and whistles, adaptive cruise control, dual-zone air con, navigation, a reversing camera, automatic lights/wipers, heated front and rear seats, wireless phone charging, Apple CarPlay and Android Auto connectivity, plus a powered tailgate. 

Find a further £3,500 for Dynamic Premium and you add leather seats, a panoramic sunroof, a nine-speaker JBL sound system, a head-up display and heated/cooled front seats.

Three bi-tone metallic paint colours (Obsidian Blue, Silver Blade and Decuma Grey) are available at no extra cost, while the two pearlescent bi-tone colours detailed below incur a premium charge.

Both the Dynamic and Dynamic Premium trim levels offer the same options and Packs:

Pearlescent paint (Scarlet Flare bi-tone / White Pearl bi-tone: £310.

Essential Protection Pack: Boot liner, mud flaps, chrome bumper protection plate (£249).

Protection+ Pack: Above, plus rubber mats (£299).

Chrome Pack: Chrome side sills and lower tailgate garnish (£399).

Side steps: Black with chrome detail (£499).

Detachable tow bar: Seven- or 13-pin primary hook-up (£599).

The current RAV4 is based on the new GA-K platform which was developed with both normal hybrid and plug-in hybrid applications in mind. The basics of this new RAV4 PHEV are the same as the hybrid model; it uses an unchanged 2.5-litre four-cylinder petrol engine, while the rear electric motor is the same size.

There are several important changes, though, including the electric motor on the front axle increasing from 88kW to 134kW, while the size of the battery is significantly larger – rising from 1.1kW/h to 18.1kW/h. 

Combined, this four-wheel-drive RAV4 PHEV produces an impressive 302bhp – 83bhp more than the standard hybrid, and a figure which makes it one of Toyota’s most powerful models on sale today. The sprint from 0-60mph takes just 5.8 seconds and flat out arrives at 112mph. 

But the large battery also means it can travel for 46 miles on electricity alone, which could allow for some impressively low running costs – Toyota claims a fuel economy figure of 282.4mpg, with CO2 emissions of 22g/km.

There is a choice of four driving modes on the new RAV4 PHEV, which might sound a tad fussy but in reality, they all work very well on the road:

At each start of the car, it will default to pure EV mode, providing a silent and becalmed pull away. Provided there’s enough juice in the battery you can travel at speeds of up to 84mph and even if you kick down the accelerator to summon a well of power, the internal combustion engine (ICE) won’t fire up.

Toyota claims a 0-62mph time of 10 seconds when running on battery power and performance is brisk enough to join - and keep pace with - flowing traffic. Throttle response is excellent and forward progress arrives in a smooth, seamless fashion. When the limit of EV range is reached, the vehicle automatically switches to HV mode.

The Auto EV/HV mode is effectively the same as regular EV mode, apart from the fact that the ICE will awaken if you really mash the throttle. The transition from one power source to another is smartly governed and the well-insulated ICE will only makes itself heard if you stand on the throttle for prolonged periods of time.

Then there’s HV mode, where the RAV4 PHEV runs as a regular hybrid (and a quick one at that), and finally there’s Charge mode, which, well, charges the battery up while you’re pootling along using the ICE.

I spent around four hours in the new RAV4 PHEV, in a 94-mile circular route from Crawley over to Goodwood near Chichester, returning via a different route. The drive included mixed motorways, A and B roads. Instead of the usual five-star fayre at a blissfully warm Spanish bodega up near Ronda, I hunkered down opposite the Goodwood race course and enjoyed a tasty packed lunch.

To be fair, I don’t quite know why Toyota blessed the RAV4 PHEV with 302bhp, which – in comparison with its rivals – is rather excessive. It even has more power than a range-entry Porsche Cayman (296bhp). However, all that power certainly makes this RAV4 to feel rather brisk behind the wheel, though it’s not quite as quick as you might expect due to the weight of the batteries. To be sure, this is no sports car and is best driven in a calm and collected manner.

A host of settings via the drive modes described above allow you to choose how to make best use of that electricity, but it’s easiest to leave the car in the automatic setting, as it’s able to intelligently pick the best moments to use this. However, even when the battery is depleted, it’s able to still run as a hybrid and make the most of energy recuperation. 

The Toyota RAV4 PHEV is quiet, comfortable and safe. It’s easy to drive around town and super-refined on the motorway and behaves itself through the twisties, though you do feel the weight of the battery underneath the car. The way the hybrid system mixes power from the petrol engine and electric motor is exemplary.

Depending on your usage, the Toyota RAV4 PHEV will save you thousands of pounds in running costs compared to a conventional petrol, diesel or non-plug-in hybrid car.

With one of the longest pure-electric ranges in the family SUV class (46 miles), you can travel further without using fuel. But, as is the case with all plug-in hybrids, you’ll need regular and unhindered access to a charging socket to realise those cost advantages – otherwise you’re just lugging around heavy electric motors and battery pack without reaping any of the benefits. 

There wasn’t an opportunity to plug in the RAV4 PHEV during the test drive. However, the car is equipped with an on-board fast-charger that can support up to 6.6kW without compromising the battery’s durability. Like most plug-in hybrids, there's no option for rapid charging.

As standard, it is supplied with a Type2/Mode2 cable for connection to 10Amp domestic 3-pin power supply, which enables a recharge in seven and a half hours – comfortably achievable overnight or at the workplace during the day.

Alternatively, if you install a 7.5kW wallbox at home, it will take just two and a half hours to fully recharge.

The fifth-generation RAV4 hybrid received a full five star rating from crash test safety boffins EuroNCAP when tested in April 2019. As standard, the new RAV4 Plug-in benefits from the latest generation Toyota Safety Sense 2 active safety and driver assistance systems.

Using a camera mounted in the windscreen and a radar on the front of the car, the RAV4 features a wealth of standard safety equipment including a Pre-Collision System (essentially autonomous emergency braking) with pedestrian detection, adaptive cruise control, lane departure alert with steering assist, road sign assist and automatic high beam. Isofix points are situated on the outer rear seats and are easy to access.

From its strong performance to its class-leading electric-only range, things have not been done by halves here. However, with it comes a rather steep price and while this might be hard for private buyers to stomach, it makes this Toyota more appealing than ever for company car drivers.

With its roomy interior, good driving experience and generous standard kit, there is certainly plenty for going for this RAV4 PHEV and Toyota shouldn’t have a problem selling all 4,000 units it intends to during its first year on sale.

KEY FACTS: Toyota RAV4 Plug-in Hybrid Dynamic

Engine: Front-mounted, four in line, 2.5-litre petrol (Code A25A-FXS).

Actual displacement: 2,487 cubic centimetres.

Engine: Power / torque: 182 bhp @ 6,000 rpm / 227 Nm @ 3,200 - 3,700 rpm.

Electric motor (front): 177 bhp / 270 Nm.

Hybrid battery: Type Lithium-ion / Nominal voltage 355.2 / Capacity (kWh) 18.1.

The first all-new High-Performance Hybrid (HPH) supercar – dubbed MV614 – has entered the final stages of its development and test programmes.

McLaren Automotive’s hugely successful ‘Sports Series’ model designation introduced in 2015, ends this year. To replace it, the first all-new High-Performance Hybrid (HPH) supercar – dubbed MV614 – has entered the final stages of its development and test programmes, which includes running on public roads.

Due to launch in the first half of 2021, the all-new HPH supercar will open a new era of electrification for McLaren.

The all-new, supercar will be the first McLaren built on a new carbon fibre structure, christened McLaren Carbon Lightweight Architecture (MCLA). Optimised for HPH powertrains and latest-generation driver technologies, the architecture elevates McLaren’s pioneering lightweight chassis technologies to new heights, exploiting the company’s advantage in super-lightweight engineering – a benefit that has its roots in the brand’s motorsport origins.

Designed, developed and produced in the UK at the £50m state-of-the-art McLaren Composites Technology Centre in Catcliffe east of Sheffield, the all-new flexible structure will underpin the next generation of McLaren high-performance hybrid supercars coming to market over the coming years.

The HPH powertrain, which features an all-new V6 internal combustion engine, delivers astonishing levels of performance and a uniquely intense driver experience, as well as providing medium-range EV-only drive capability.

“This all-new McLaren supercar is the distillation of everything we have done to date; all that we have learned and achieved.” - Mike Flewitt, CEO, McLaren Automotive.

McLaren’s all-new, next-generation MV614 supercar draws on all of the technological expertise in designing, developing and building the world’s most innovative and desirable, super-lightweight hypercars and supercars.

The all-new hybrid supercar will sit between the GT and the 720S in the McLaren range and its introduction will further strengthen the company’s presence in the supercar sector. The Sports Series designation – introduced in 2015 with the launch of the 570S – ceases from the end of this year with the limited-run, GT4-inspired 620R the last model produced.

McLAREN: All-new MV614 hybrid supercar in final testing

Land Rover has announced several additions to its new Defender range, including the introduction of a new plug-in hybrid (PHEV) model, which becomes the most efficient available

LAND ROVER: Defender gains PHEV power, new engines and new trim grade

Land Rover has announced several additions to its new Defender range, including the introduction of a new plug-in hybrid (PHEV) model, which becomes the most efficient available. Three new six-cylinder engines are now available, alongside a new mid-range X-Dynamic trim level.

The new P400e PHEV Defender features a turbocharged 2.0-litre petrol engine, an electric motor and a lithium-ion battery producing a total power output of 398bhp. Until the V8-engined Defender arrives in 2021, the P400e will be the quickest Defender in the range, managing 0-62mph in 5.6 seconds.

The 19.2kWh battery offers an all-electric range of up to 27 miles and the P400e is capable of powering all-four wheels using only the battery, meaning it’s capable of off-roading without using the petrol engine. Officially, fuel consumption is quoted at up to 85.3mpg, with CO2 emissions of 74g/km.

The battery can be topped up at home using a 7.2kW wall charger, with 0-80% taking around two hours. A cable for rapid charging is also supplied, with a 50kW charger taking 30 minutes to give an 80% charge.

The P400e is only available as the five-door Defender 110 model and is fitted with air suspension and 20-inch alloy wheels as standard.

The latest update to the Defender range sees the introduction of three new six-cylinder diesel engines, all with mild-hybrid assistance. These replace the outgoing four-cylinder oil-burners, with the 197bhp entry-level D200 model taking a reasonable 10.2 seconds from 0 to 62mph. The mid-range D250 produces 247bhp and takes 8.3 seconds, with the range-topping D300, which produces 296bhp, managing the benchmark sprint in only 6.7 seconds.

Full fuel economy and emissions specs are yet to be confirmed but Land Rover claims the D200 and D250 models can return up to 32.2mpg with CO2 emissions starting at 230g/km.

Every diesel model is equipped with Land Rover’s Intelligent All-Wheel Drive system, which is capable of shifting 100% of the engine's torque to either the front or rear axle as required. The Defender’s standard petrol engine line-up remains unchanged.

A new, mid-range X-Dynamic trim has been introduced and adds a satin finish to the front and rear skid plates, with a matching coloured front grille bar, plus towing loops front and rear. It also features alloy wheels finished in either satin grey or gloss black and black mirror caps. Interior changes include illuminated metal skid plates and a new hard wearing ‘Robustek’ seat material that features a hexagonal pattern.

You can add a range of accessory and option packs, called ‘Explorer’, ‘Adventure’, ‘Country’ and ‘Urban’. All in all, you can choose from a dizzying 170 options, plus seven paint colours and 12 wheel designs.

A range-topping version of the new Defender that uses a V8 engine will soon be available, just as there was in the original Defender line-up. The modern iteration, which has already been spotted testing, is expected to use a 4.4-litre V8 borrowed from BMW’s biggest M Performance models, with around 500bhp and an automatic gearbox.

The Vauxhall Grandland X Hybrid (2WD) and Hybrid4 (AWD) are the plug-in hybrid (PHEV) versions of the Grandland X, a mid-sized SUV introduced in 2017 as a replacement for the ageing Antara. Here, I take a closer look at the Hybrid4 driven at its UK media launch.

Tested: VA69 MDX is a Grandland X Hybrid4, petrol auto in ‘Ultimate Nav’ specification.

RRP £46,650 as driven. Model starts from £36,790 (Business Edition Nav Premium).

One of the first models launched by Vauxhall following its takeover by the French PSA Group, the Grandland X Hybrid4 shares its EMP2 chassis and other components with the Peugeot 3008, which also features a PHEV variant.

Inside, there is little change from the regular Grandland X apart from a few PHEV-oriented inclusions in the infotainment screen and instrument cluster in front of the driver.

As this is the brand's flagship SUV, you get a high driving position, a good view out, an appealingly imposing stance and sufficiently desirable looks to match the competition. The Grandland X’s dashboard design will be familiar to anyone who’s sat in the latest Insignia or Astra, so it’s a plainly styled – if well-built and ergonomically sound – place to spend some lengthy road-time.

The Grandland X is a thoroughly sensible car. Sure, some rivals are perhaps more glamorous, but once the showroom experience is over and you’re making yet another trip to your local recycling centre or collecting a twice-removed aunt from the bus station, it will dawn on you why you chose the Vauxhall.

There are two generously sized cup-holders next to the central armrest, a wireless charging spot for your phone in the central cubby, a reasonable glovebox, decent door bins and a pleasant sense of space. And while the front seats don’t provide a huge amount of lateral support, you’re unlikely to notice this unless you’re cornering hard – which is not the Grandland X’s raison d'être.

Space in the rear is worthy of special mention with excellent leg, head and shoulder room. However, boot space of 380 litres in the Hybrid4 is much less than the 514 litres in the regular Grandland X, but this is mainly down to the lack of an underfloor compartment, so it shouldn't be a big problem day-to-day. Fold the back seats down and space increases to 1,528 litres.

Four trim levels are available on the Hybrid4 – Business Edition Nav Premium (£36,790), SRi Nav (£41,500), Elite Nav (£43,400) and top-spec Ultimate Nav as driven (£46,650) – the muddy red one pictured.

Standard equipment is impressive and includes an eight-inch touchscreen with satellite navigation, front and rear parking sensors, blind spot monitoring and climate control. SRi Nav features traffic sign recognition and rides on smaller 18-inch alloy wheels for improved comfort.

Elite Nav brings heated seats, ambient interior lighting and a fixed panoramic sunroof, while flagship Ultimate Nav versions bring a whole host of extra hit – including a premium sound system, park assist, a panoramic parking camera and keyless entry/start, to name but a few luxuries.

Combining a pleasantly punchy 197hp turbocharged 1.6-litre petrol engine and two electric motors (one for each axle), the all-wheel-drive Hybrid4 produces a muscular 296hp and 520Nm of torque in total and gets from 0-62mph in just 5.9 seconds, making it the quickest car Vauxhall currently sells. To put that in to perspective, that’s quicker than a Volkswagen Golf GTi.

You can drive the Grandland X Hybrid4 in four pre-set driving modes. The Hybrid mode will automatically put the vehicle in its most efficient method of propulsion. For instance, it will switch to EV mode when reaching a city centre. There’s a Sport mode that enables more dynamic driving combining both the petrol engine and the electric motors. However, this mode won’t be as efficient as EV or Hybrid. Finally, there’s an AWD mode that activates the electrified rear axle for maximum traction.

You can also use the e-Save function to reserve battery power for six or 12 miles to ensure you can run in electric-only form in low emission zones. When running solely on battery power, there’s a small blue light on the rear-view mirror – but only visible from the outside – to tell others you’re in zero emission mode.

Power is sent to both axles via a conventional eight-speed automatic gearbox and not one of those CVT noise-generators. The exact same powertrain is also used in the DS 7 Crossback E-Tense and the Peugeot 3008 Hybrid4.

It’s also the cleanest powertrain thanks to combined emissions of 34g/km for this model, with the 2WD hybrid version emitting 35g/km. On a WLTP-tested average fuel cycle, the Hybrid4 offers 204mpg (2WD 192mpg) – but not if you deploy Sport mode with some degree of frequency.

Either way, they are impressive figures and bode well for keeping taxation at a manageable level and to help offset the rather optimistic pricing structure.

The Vauxhall Grandland X Hybrid4 isn't available with fast- or rapid-charging technology. As standard, the SUV comes with a 3.7kW on-board charger, while a 7.4kW version is available as an option.

Using the latter, Vauxhall says the Grandland X Hybrid4 will charge in ‘less than two hours’ from a home wallbox of the same speed. In addition, Grandland X Hybrid4 buyers get six months' free membership of the Polar Plus public charging network.

The Grandland X Hybrid4 pulls away from cold in EV mode, unless the outside temperature has dropped and the system reckons the battery needs a bit of warming up to be at its most efficient. On our chilly drive at the end of February (it had snowed an hour before setting off), the all-electric mode gave smooth, serene progress with strong acceleration when needed to join faster flowing traffic.

When the 1.6-litre turbo petrol engine cuts in, it’s all but imperceptible and remains impressively refined at all speeds. The eight-speed auto is equally good at gliding through its gears with no obvious interruptions. You can also sense the 1,800kg mass as you slow when approaching a bend, with the regenerative braking helping to recoup power to the battery.

As is usual with hybrid cars, the suspension is strengthened in an attempt to offset battery weight. How delicately the engineers get that balance right is a defining factor in ride comfort. The ride is a little firmer in the Hybrid4 than other Grandland X models, but otherwise it’s much the same and the engineers are to be commended.

In Sport mode it's certainly quick in a straight line, but to be fair this is not a car you'll relish driving on a twisty country road. The suspension setup isn’t bad but the light steering and automatic gearbox hardly encourage enthusiastic driving, and it's obvious you're in a fairly tall SUV.

Toting up the sums to see if the Vauxhall is best for you will depend to some extent on the type of driving for which you use it.

As a plug-in hybrid with an electric-only range of up to 35 miles, the Grandland X Hybrid4 could potentially be driven without ever consuming a drop of petrol. Vauxhall says they chose this powertrain set-up as 80% of commutes fall within that 35-mile range and the petrol engine negates any anxiety about longer drives.

While the Grandland X Hybrid4 does have four-wheel-drive, it is not an all-out off-roader and is more suited to a spot of muddy green-laning. I drove the car over boggy conditions on a special course in Windsor Great Park. It felt sure-footed and was never in any danger of getting stuck in the mud, even on ordinary road tyres.

The Hybrid2 and Hybrid4 versions of the Grandland X have not been specifically tested by crash-test boffins Euro NCAP. However, the regular petrol and diesel versions have and secured the full five stars when it was assessed back in 2017.

This is thanks in part to the fact that every Grandland X gets forward collision alert, autonomous emergency braking, lane-keeping assistance and a driver drowsiness detection system. In addition, there is keyless entry, high-beam assistance and rear parking sensors.

The Grandland X Hybrid4 is Vauxhall's first plug-in SUV. It's far from perfect, but is not without a good degree of Greta Thunberg appeal. It presents as a practical, no-nonsense family SUV with the potential for rock-bottom running costs, but the 296hp and 0-60mph time of 5.9 seconds is pleasingly bonkers for a family SUV.

The interior is functional and logically laid out and if you spend most of your time ferrying the children to school or running short errands – with the ability to charge regularly in between – then Vauxhall’s first plug-in hybrid is a rational choice.

2020 Vauxhall Grandland X Hybrid4 timeline:

2020: January		UK model line-up and prices announced, order books open.

2020: February		UK media launch, first deliveries to retail network.

Engine: Front-mounted 1.6-litre 4-cyl turbocharged petrol, with an electric motor on each axle.

Transmission: Eight-speed conventional automatic gearbox.

Emissions/EURO Class: 34 CO₂/km (EURO 6.3).

Roadside assistance: 8 years / 100,000 miles.

Land Rover launches Discovery Sport and Range Rover Evoque PHEVs promising up to 201.8mpg and priced similarly to the rest of their respective ranges.

New plug-in hybrid powertrains have been introduced for the Land Rover Discovery Sport and Range Rover Evoque, promising an all-electric range of 41 miles. Both are available to order now.

The petrol-electric unit, which is the same in both models, uses a three-cylinder 1.5-litre petrol engine combined with an electric motor that sits on the rear axle. They produce a combined 305hp and 540Nm of torque.

Badged P300e, it promises impressive economy and low running costs. The Evoque emits 32-38g/km of CO2 and is capable of up to 201.8mpg and the higher 41-mile all-electric range, while the Discovery Sport emits 32-38g/km, is said to achieve 143.5-175.5mpg and travel up to 38 miles on electric power.

Both will appeal to business users with the Evoque eligible for a 6% benefit-in-kind (BIK) rate in 2020/21, rising to 8% in 2022/23. The Discovery Sport has a BIK rate of 10% rising to 12% over the same period.

On the performance front, the Evoque achieves a 0-60mph time of 6.1 seconds while the Discovery Sport takes 6.6 seconds. Both are capable of travelling up to 84mph on electric-only power.

Each model offers three drive modes, the default of which is Hybrid. This setting automatically combines the electric and petrol power as necessary, with the ability to intelligently mix power for maximum efficiency if a destination has been put into the sat nav.

There’s also an EV mode to run solely on electric power and Save, which prioritises the petrol engine to keep the battery charged. This is handy for those that travel into low emissions areas and can ‘bank’ electric power for that part of the journey.

Land Rover says the 15kWh battery has been placed between the rear seats so that it doesn’t affect interior space and can be charged to 80% within 30 minutes at a 32kW public charger, or just under 90 minutes using the supplied 7kW home charger.

LAND ROVER: Two new plug-in hybrids launched

UK pricing and specifications for the new Fiat 500 mild hybrid and Panda mild hybrid have been announced, arriving in UK showrooms mid-February and March, respectively.

The ubiquitous Fiat 500 and the diminutive Panda are two iconic models in the current Fiat product range. They represent and perhaps, even define urban mobility with combined annual sales of over 400,000 units throughout the EU and the UK.

With the introduction of mild hybrid technology, the 500 and the Panda provide all the benefits of efficient, compact, lightweight and accessible hybrid driving.

Fiat has confirmed that the new Fiat 500 mild hybrid and Fiat Panda mild hybrid will start from £12,655 and £13,855 respectively.

Both models mark the electrification of the brand and are the first steps towards more sustainable urban driving. That journey continues later in 2020 when production commences of the new 500e in its spiritual home of Turin. Being fully electric, the model will play a key role in the FCA e-Mobility strategy. The new 500e is expected to debut at the Geneva Motor Show next month.

Both models will be available with a new petrol mild hybrid drivetrain that combines the latest 3-cylinder FireFly 1.0-litre engine with a 12-volt belt-integrated starter-generator (BSG) electric motor and a lithium battery. Combined output is 70hp.

Compared to the outgoing 1.2-litre 69hp petrol engine, the mild hybrid version improves fuel efficiency, reducing CO2 emissions by up to 30 per cent without impeding performance. The 500 mild hybrid has CO2 emissions as low as 88g/km with the Panda at 89g/km. Fuel economy for the 500 is said to be 53.3mpg, while the Panda returns 49.6mpg (both WLTP Combined).

The BSG system also ensures a very high standard of driving comfort, allowing for a quiet, vibration-free restart of the internal combustion engine in Stop-Start mode. The system is mounted directly on the engine and is operated by the belt that also drives the auxiliaries.

The mild hybrid drivetrain is paired with a six-speed manual gearbox sending drive to the front wheels only. It is said to improve fuel economy during out-of-town driving, thanks to new low-friction bearings and gaskets and the use of a specific high-efficiency lubricant. The new system also involves lowering the entire power unit by 45mm so the car behaves better on the road thanks to the lower centre of gravity.

Special Fiat 500 Mild Hybrid and Panda Mild Hybrid launch editions

When they arrive in showrooms, the mild-hybrid 500 and Panda models will be available in a Launch Edition trim. These models will be presented in model-exclusive ‘Dew Green’ paint, with seats trimmed in a fabric manufactured from recycled plastic waste.

The Launch Edition models start from £16,795 for the 500 and £14,385 for the Panda. Each mild hybrid Launch Edition will be recognised by a rear-mounted ‘Hybrid’ badge and an exclusive ‘H’ logo (formed by two dew drops) mounted at the base of the B-pillar.

Fiat 500 and Panda Mild-Hybrids Now Available

The UK EV market grew by 21% in 2019 with more than 72,000 new plug-in cars registered in the UK – that’s one registered every seven minutes.

Plug-ins on the rampage as one is sold every seven minutes

UK electric car registrations continue to set records, as latest figures place the total number of new 100% electric and plug-in hybrid cars registered last year at 72,834, making 2019 the most successful year for electric cars to date. That equates to one new electric car registration every seven minutes in the UK. The total also means the market grew by 21% compared to 2018.

The end-of-year figure marks a continued trend, which saw consumers and businesses switch to ultra-low emission vehicles. The fourth quarter of 2019 saw a further 24,722 plug-in cars registered between October and December.

For the first time, fully electric cars accounted for more than half of the plug-in market, with 52% of sales. This takes the number of 100% electric and plug-in hybrid cars registered in the UK to date to 271,524.

From a regional perspective, the South East saw the highest demand across the nation, with 26,136 vehicles registered – a 22% increase on 2018. Other leading regions include the West Midlands (11,623), South West (8,128), Yorkshire and the Humber (7,566) and East Anglia (5,373), making up the top five British regions for electric car uptake this year.

2019 marked the eighth consecutive year of growth for the electric car market. This has in part been driven by an increase in the models available, with over 50 for consumers and businesses to choose from.

2020 has the potential to be another strong year for registrations as a host of models are set to be introduced, including the Peugeot e-208, Volkswagen ID.3, Mercedes-Benz EQC, Vauxhall Corsa-e, Skoda Citigo E, and MINI Electric just some of the new cars due to hit the roads.

The continued growth of the EV market has also been accompanied by new charge points being installed in response to the increased demand. There are now over 29,000 public charging connectors in the UK, making it one of Europe’s largest charging networks.

These numbers are set to rise thanks to continued Government funding and investment from the private sector. In September, the Government committed a further £35 million worth of investment into the UK’s rapid charge network, which combined with a matching £35 million from the private sector, will result in the delivery of a further 3,000 rapid chargers by 2024.

Electric or Plug-in Hybrid Vehicle Sold Every Seven Minutes

For traditional petrol and diesel vehicle drivers, it’s usually a fairly simple choice to decide where to fill up your motor; generally it’s the nearest petrol station. But for electric vehicle drivers the choice is not so simple; largely due to the multitude of different charging options available.

The first choice to make is how quickly you need your vehicle to charge up. For example, if it’s the end of the day and you don’t need the car until the next morning, then a slow overnight charge would be suitable. However, if you’re en-route and need to fill up quickly, then a much faster (and generally more expensive option) will probably be the one to go for.

Electric vehicle chargers come in three different speed ratings: Rapid, Fast and Slow. This represents how power is outputted and hence directly affects the speed the connected vehicle is charged.

There are two types of Rapid charger: Alternating Current (AC) or Direct Current (DC). Currently, AC chargers have a 43kW (kilowatt) rating. DC chargers tend to be 50kW or more, meaning they can charge most Electric Vehicles (EVs) to 80% in under 60 minutes. Most rapid chargers tend to be Direct Current.

Tesla’s use Tesla Superchargers, which are Rapid DC and can charge at high speeds, utilising power of 120kW. This is certainly one of the benefits of opting for a Tesla, but of course, you’ll pay for it, as Tesla’s don’t tend to come cheap. Check out our exclusive review of the Tesla Model 3.

Fast charging usually has output between 7kW and 22kW. As the power output is so much less than rapid chargers, it naturally takes longer to charge a vehicle. As a result, a full charge takes around 3-4 hours.

It does get slower though... and slow chargers are charging units that have a power output of up to 3.7kW and are designed really for overnight charging. This is because it can take a good 6-12 hours to charge an electric vehicle; and sometimes more. Even with a Plug-in Hybrid Electric Vehicle (PHEV) - where a battery is used in conjunction with a traditional petrol or diesel engine - it can take a 2-4 hours to charge the battery. Connection to a slow charger is made using a standard 3-pin plug socket.

Nothing is ever simple, and as such, there are a number of different types of charger available. None will be compatible with every vehicle, so before buying or leasing an electric vehicle, or getting a home charger installed, make sure you have the correct type of charger.

This is the slowest, least efficient way of charging your vehicle and should only be used as a last resort. EVs will allow you to charge your vehicle at home using a standard 3-pin plug socket, but be warned it will charge at a painstakingly slow rate, giving you roughly 8 miles of range per hour of charging. However, if you are happy charging your vehicle overnight, then it can be a very convenient and cheap way to add some juice to your car.

Most European manufacturers are favouring this type of charger. The Type 2 has a 7-pin socket and is used for both Slow and Fast charging. It also has an in-built locking mechanism, which makes connecting and recharging easier and safer.

UK Home charger installations will tend to come with this option so you can recharge much faster than if you only had a standard 3-pin plug socket. A Type 2 connection at home (with 3.7kW single-phase power) will give you approximately 12.5 miles of range per hour. However, you may be able to have the higher powered 7kW installed (like most public charging stations in the UK) and so you can charge up to 25miles of range per hour.

Some public charging stations may have the Type 2 Combo (CCS) socket that is used for Rapid charging. This is great as it can have a higher power rating and can charge your vehicle much more quickly; at roughly 75 miles per hour of charging.

Over in Europe, research has begun on the next-generation of Type 2 chargers. The plan is to install a network of Rapid chargers capable of 350kW output. With this power output, you can expect to gain up to 525 miles of range per hour.

Obvious from its name, but Tesla Type 2 is the connection used by all Tesla Vehicles. These are the only Direct Current (DC) chargers that use a Type 2 connector. All others are Alternating Current (AC). These Tesla Superchargers will give a vehicle approximately 180miles of range per hour.

Essentially, this is the US format of the Type 2 / CCS setup. In the US, Type 1 is used for Slow and Fast charging and CHAdeMO is for Rapid Charging. The Type 1 connector has a 5-pin socket and does not feature a locking mechanism.

Charging rates for Type 1 are pretty much the same as for Type 2.

Depending on your vehicle, the connection type will vary - just like smartphones all tend to come with different charging cables. Your vehicle’s battery size plays an important role in how fast your vehicle may charge. Larger EV's tend to have larger batteries, and these are usually more capable of the fastest (Rapid) charging.

Currently, there are around 17,000 public charging points in the UK. Thanks to new legislation, it is now a compulsory requirement for all large petrol stations and motorway services to provide charging points. So as time moves on, there will be more and more of these appearing up and down the country. They also tend to be capable of either Fast or Rapid charging.

Tesla has its own network of ‘Superchargers’. In the UK these can dispense power up to a massive 145kW, although currently Tesla cars themselves are limited to a meagre 120kW.

Currently, when topping up your electric vehicle, you’re most likely to see one of the following installations: BP Chargemaster (Polar), Ecotricity, Pod Point and Charge Your Car.

Depending on which one you use, the payment methods available will vary. Some may take traditional bank cards, some an RFID card, and some of the more advanced may connect to your account via a smartphone app.

Before you can charge your vehicle, you’ll need to sign up to whichever company manufacturers the charging network and create your own account. Usually this is free, but double check as some require a membership sign-on fee.

Once signed up and connected, you’ll be charged in one of the following ways:

We recommend choosing one that charges per kWh as it’s easier to calculate how much you’ll be paying. Also bear in mind, some will also charge an initial connection fee each time you connect your vehicle. So it’s worth checking beforehand if you’re planning on just putting in a small amount to keep you going. In addition, like traditional petrol stations, actual price will vary dramatically, so be sure you’re happy with the price before connecting.

Ecotricity, for example, charges roughly £6 for a 45 minute charge from a Rapid Charger. In the Nissan Leaf, this will get the battery up to 80%. Check out our exclusive review of the Nissan Leaf e+.

If you’re lucky enough to have off-street parking, then a home installation of an EV charging point could very well be the most practical, convenient and cheapest way of regularly charging your electric car. 

To keep things simple, many companies offer a fully installed package for a fixed price. The cost is usually around £1,000 and you may be eligible for a Government grant of up to £500 to help with the installation cost; that is if you own or lease your vehicle. You may also be able to get an additional £300 from the Energy Saving Trust (EST). So the resulting outlay could very well be minuscule; especially when compared to how much you’ll be saving on running costs.

You’ll find the majority of home charging setups have a power output of around 3.7kW or 7kW. The 7kW packages are the wall-mounted high power ones, and will cost more to install, but they will charge your vehicle much faster.

The installation will be done on its own separate circuit (to save your car shorting out your entire house), and you’ll be able to monitor your electricity use either by your traditional meter, or by a smartphone app.

If you buy an electric car from new, you may be offered a free home installation as part of the deal. This is because many vehicle manufacturers now have deals with some of the charging companies, so it’s worth haggling to see if you can get this included.

Unfortunately, if you don’t have off-street parking, you’re unlikely to be able to benefit from having your own charging point. This is because most councils won’t allow cables trailing across the street or pavement, for obvious safety reasons. Having said that, there are new technologies being researched to enable this, such as electric pads that sit underneath your vehicle to charge it wirelessly, and possibly using the power from lampposts. This is because since their switch to LED, there is a lot of leftover power that can be harnessed.

One possible alternative to home charging is charging at work. An increasing number of workplaces are having charging points fitted. They are a very practical way of charging your vehicle, as you can do it while you’re busy and your vehicle is stationary for hours at a time, rather than having to wait around at a service station.

These charging points are generally for both employees and visitors, and are being fitted often as a way to attract new workers as a staff perk and also to attract new visitors and customers.

Unlike home chargers though, work-place chargers generally have a higher electricity output, 7kW to 22kW. They often come double-socketed too, so two vehicles can be connected at once. Like home installations, workplace grants are available as well as capital allowances to incentivise companies to have the EV points fitted. Depending on the company, they may even offer free charging if they want an even greater attraction for staff and visitors.

Whilst the charging network is not yet ready for the whole of the UK to instantly adopt an electric vehicle, it’s huge rate of expansion means it won’t be long before it is. For more information about the UK charging infrastructure, check out our article Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?.

The International Energy Agency is aiming to increase the share of electric vehicles globally to 30% by 2030 and many national governments working to create an enabling environment for the adoption of electric vehicles, it seems like the electric car revolution is here to stayhere to stay.

Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?

Recent trends indicate that despite its currently poor state, Britain's charging infrastructure will be able to cater for increased adoption of electric vehicles in the future. With Boris Johnson pledging in November to make charging stations readily accessible - at least 30 miles within the reach of everyone, The International Energy Agency aiming to increase the share of electric vehicles globally to 30% by 2030 and many national governments working to create an enabling environment for the adoption of electric vehicles, it seems like the electric car revolution is here to stay.

Tag: hybrid

Review: 2021 Toyota RAV4 Plug-in Hybrid

McLAREN: All-new MV614 hybrid supercar in final testing

LAND ROVER: Defender gains PHEV power, new engines and new trim grade

Review: Vauxhall Grandland X Hybrid4

LAND ROVER: Two new plug-in hybrids launched

Fiat 500 and Panda Mild-Hybrids Now Available

Electric or Plug-in Hybrid Vehicle Sold Every Seven Minutes

Electric Vehicle Charging Guide

Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?

Tag: hybrid

Review: 2021 Toyota RAV4 Plug-in Hybrid

McLAREN: All-new MV614 hybrid supercar in final testing

LAND ROVER: Defender gains PHEV power, new engines and new trim grade

Review: Vauxhall Grandland X Hybrid4

LAND ROVER: Two new plug-in hybrids launched

Fiat 500 and Panda Mild-Hybrids Now Available

Electric or Plug-in Hybrid Vehicle Sold Every Seven Minutes

Electric Vehicle Charging Guide

Can Britain's Charging Infrastructure Support the Growth of Electric Vehicles?

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