• The 2024 Mercedes-Benz E350 Is A Quiet Revolution

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    The 2024 Mercedes-Benz E350 Is A Quiet Revolution

    From engineering to design, the eternal debate in the automotive industry is whether evolution or revolution is better when it comes to developing a new model. It’s an even more strenuous place to be as a luxury brand. We’ve seen revolution pay off for BMW and Lexus and flop with Acura, while evolution has been a negative for Audi and a positive for Volvo. Mercedes-Benz has typically been all about evolution, especially when it comes to the renowned E-Class lineup, but the newest model is quietly bucking that trend.

    Now in its eleventh generation (or sixth if you don’t count the early cars that weren’t called E-Class), Mercedes has sold more than 16 million units of the midsize E-Class family since 1946, and upon initial viewing the new W214 model seems to be yet another evolution. Look beyond the styling, though, and the E-Class’ technology and user experience break new ground. If you embrace everything the 2024 E-Class has to offer, it’ll be impossible to look back.

    Full disclosure: Mercedes-Benz dropped this almost fully loaded E350 off at my apartment and let me have it for five days a few weeks before the embargo lift.

    Rear 3/4 view of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    The new E-Class still looks like an E-Class, though it’s undoubtedly the strangest design yet. Slightly longer in length and wheelbase than before, the W214’s proportions are even more similar to the S-Class’. A thin, crisp character line runs across the body above each wheel arch, and the subtle surfacing catches the light fantastically well. We only get the AMG Line body styling, with a hexagonal grill containing a huge three-pointed star. The gloss black trim that surrounds the grille and connects to the headlights is controversial, but I’m into the look, and I love the wavy headlight design too. I also really love the blobby taillights, which each house two big three-pointed star light elements for both running lights and the brake lights.

    Typically I’m not a fan of these primer grays, but with all of the chrome exterior trim and lovely $3,050 21-inch wheels I think this $1,750 Alpine Grey paint really works, as it reflects a lot more color than I expected. I’d have to go for the wonderful Sonoran Brown or sage green–like Verde Silver, though. If you’re basic, you can drop $200 on the Night package, which blacks out almost all of the exterior trim, but I’m a big fan of the $400 illuminated grille surround that this E350 has.

    Dashboard of a 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    Step inside and the E-Class’ cabin still feels familiar too, at least if you have experience with the previous-gen model or other modern Benzes. Slim air vents wrap around the dashboard to create the top of its wing-like shape, with a large center console meeting it at the base. Every E-Class has a standalone, upright 12.3-inch gauge cluster screen, and a 14.4-inch touchscreen set into the center of the dash and surrounded by a lovely trim panel — though my test car has the $1,500 Superscreen package, which adds a 12.3-inch screen for the driver and puts the two under a single glass panel. The integration looks even better than the Hyperscreen on the EQ models.

    Large screens aside there’s not too much that would scare off a traditional buyer. It’s easy for me to get comfortable in the seat, and the driving position is excellent. The A-pillars are fairly slim for a modern car and overall visibility is great. Mercedes also nails the armrest placement, which is key to my comfort in a car. Rear-seat passengers have more headroom and legroom as well. Sadly my test car doesn’t have the $2,950 Multicontour seat package, which adds heated armrests and massaging seats — my number one feature on any car — but it does have the quilted $2,990 Nappa leather that requires you to also get an $800 combo of ventilated front seats and an MB-Tex upper dash. The leather quality is really nice, and there are only a few harder plastics lower down in the car. I especially appreciate the color-matched felt lining in the door pockets.

    Brown leather seat of a 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    The entry-level E350 drives exactly how you’d expect a modern E-Class would. As the company has been want to do in recent years, the new E-Class is skewed even further toward luxury than sportier past generations, but it’s paid off. Powering the E350 is a turbocharged 2.0-liter inline-4 and a 9-speed automatic transmission, the same basic powertrain as the previous-gen car, but it now has a 48-volt mild-hybrid system. With 255 horsepower and 295 pound-feet of torque it has the same amount of power and only 22 lb-ft more torque than before, but the integrated starter-generator provides a boost of up to 23 hp and 148 lb-ft. All-wheel drive is now standard.

    Mercedes says the new E350 will hit 60 mph in 6.1 seconds, matching last year’s RWD E350 but a tenth slower than the old AWD model. The powertrain tuning is much better than in models like the C300 that share this engine; the E-Class’ motor both sounds and feels smoother and the transmission is much less jerky. It has a composed chassis and a nicely weighted, linear steering rack that make it fun enough to hustle a bit on a twisty road, and Sport mode makes enough of a difference in the powertrain and chassis tuning to be noticeable, at least.

    The 48-volt system makes the start-stop seamless in terms of sound and vibration, but it can be a little slow to switch the engine back on if you’re rolling from a stop. The EPA rates the E350 at 33 mpg highway and 27 mpg combined; I never see higher than 29 mpg on the highway and average 21 mpg overall.

    Side view of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    Last summer on the international first-drive launch I got to experience the E450, which uses Mercedes’ phenomenal turbocharged mild-hybrid 3.0-liter inline-6, which has 375 hp and 369 lb-ft and is nearly two seconds quicker to 60. That powertrain is silky smooth and much more luxurious, and gas mileage is only a couple mpg off the E350, too. If you can swing the $5,800 premium, the E450 is worth it.

    (If you really need performance, the Mercedes-AMG E53 was recently unveiled with a plug-in-hybrid inline-6 powertrain. It’s got 604 hp, major chassis performance upgrades and an electric range of 70 miles. I can’t wait to have a go in that one.)

    What really transforms the new E-Class’ driving experience is the ride. My test car has the optional $3,200 Airmatic package, which adds four-corner air suspension with continuously adjustable dampers. I find it quite surprising that Mercedes is even offering air suspension on the base model E-Class, but it really underscores how skewed the new generation is toward luxury. Even with the big 21-inch wheels on this car the E350’s ride is nothing short of phenomenal, a massive improvement over the previous generation. Los Angeles’ worst road surfaces feel buttery smooth, like spreading honey on toast. There’s not too much body roll either, and drivers can raise the suspension for easier egress or to better clear a tough driveway.

    Front view of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    The Airmatic package also nets you rear-axle steering that turns the rear wheels up to 4.5 degrees. Rear-wheel steering is my single favorite feature on new cars, and the Mercedes system is great. It drops the E-Class’ turning radius by three feet, and it requires fewer turns lock-to-lock. It’s a game-changer for city driving and parking, and it increases high-speed stability as well.

    Where the W214 differs from all E-Classes before it is with the user experience and integrated technology, especially when it comes to listening to music or streaming content. The 2024 E-Class is the first car with Mercedes’ updated MBUX infotainment system, which has simpler menus and more functional widgets, and the updated climate controls look better and are easier to use while driving. There’s also a new electronic architecture with a bigger focus on software-driven systems, and everything is controlled by a single processor and central computer that’s faster and more powerful.

    Dashboard of a 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    Mercedes will receive tons of complaints from auto journalists who say the MBUX system is too annoying or hard to use, and to that I say I want to see them try and convert a PDF or share a photo on Instagram before criticizing a touchscreen system. I find the new MBUX to be a joy to use, and after being in any Mercedes I’m typically disappointed by whatever system I try out next. The graphics are fantastic and the menus are easy to navigate, plus it’s easy to set favorite functions. The Google-based maps have a good refresh rate even with satellite view on, and Mercedes continues to have one of the only native navigation systems I prefer over Google Maps through CarPlay. The excellent augmented reality nav view is standard, though an AR head-up display isn’t offered.

    I continue to actually use Mercedes’ great voice assistant too — yes, people like me exist — which can accomplish even more functions than before and be activated without saying the “Hey Mercedes” prompt. The E-Class has a new feature called Routines that lets the driver set the car to automatically activate specific features when certain parameters are met. For instance, you can tell the car to change the ambient lighting to red and set the music to the rock SiriusXM station if you exceed 80 mph, or have the car roll down your driver’s window and turn on the 360 camera when you arrive at the office and have to pass through a gate.

    Passenger screen of a 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    Despite initial skepticism, my friends really enjoyed having the Superscreen’s passenger display. In addition to being able to look at vehicle info, control the navigation or media and adjust their own comfort functions, the passenger display offers a bunch of games and the ability to browse the web or stream videos, even with the car in motion. Camera-based filtering technology makes the passenger screen essentially black to the driver depending on what content is being shown, even with the brightness turned all the way up.

    Far and away the new E-Class’ standout feature is the Burmester 4D surround sound system, a $1,030 standalone option or part of the $3,400 Pinnacle Trim that also adds the illuminated grille, noise-insulated glass, Digital Light LED headlights, a head-up display and active ambient lighting. This sound system includes 17 speakers, including 3D speakers in the ceiling, two speakers in the driver’s headrest, sound resonators inside the front seats, and subwoofers integrated in the car’s body structure. Along with Dolby Atmos and Apple Spatial Audio, the result is simply one of the best sound systems I’ve ever heard.

    Burmester speaker grille of a 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    Listening to the “Dune: Part Two” soundtrack puts me right back in the IMAX theater, with immersive sound that envelops the entire cabin. With the seat resonators turned all the way up the bass hits just like in the theater, and suddenly I’m not lamenting the lack of massaging seats anymore. And listening to highly produced pop music like Beyoncé’s Renaissance exposes instruments, ad-libs and other details that you just can’t hear in other systems or with headphones. It helps that the E-Class’ cabin is ultra quiet even at highway speeds; even with music playing at a reasonable volume it’s easy to hold a conversation.

    Making the sound system even more enjoyable to my easily entertained self is the active ambient lighting. There’s a continuous light strip that wraps from the door panels all around the dash, with additional strips running through the air vents, along the center console and underneath the dashboard. Along with the wild color combinations and animations found in other Benzes, the E-Class’ ambient lighting can be made to pulse along with the music. And it’s not just a simple pulsing; different sections in the same light strip can flicker with varying intensities and patterns depending on the audio. It’ll be annoying to some, sure, but they can turn it off. Me? Gimme it at full intensity in the most outrageous colors, please.

    Door controls of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    I’m already the kind of person who will just sit in my car scrolling on my phone and listening to music, but the E-Class encourages it. While parked I can browse the web, play those games, watch YouTube videos, scroll through TikTok or even hop on a Zoom call using the built-in selfie camera. More apps and games will be made available over time, including services to stream live TV and movies. A lot of the apps could definitely be better optimized for the in-car experience, and loading times can be slow if the car doesn’t have a 5G connection, but it’s never too annoying to me. Why would I want to do any of this while just sitting in the car, you may ask? Well, it’s a lot nicer than my apartment, for one.

    The real appeal of Mercedes’ pivot towards this new technological sort of luxury will be even more apparent in the coming years. It’s the first company in the world to sell a Level 3 automated driving system to the public both worldwide and in the U.S., with the Drive Pilot system in the S-Class and EQS allowing drivers to fully take their eyes off the road in traffic jam situations and stream media or anything else the infotainment can do. The huge screen, amazing sound and streaming features are also a major boon in EVs or PHEVs — I’ll happily sit and charge if I can watch Mission: Impossible while I do it.

    Rear badge of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    The 2024 Mercedes-Benz E350 starts at $63,450 including destination, a premium of around $6,000 over last year’s car and around $2,000 more than a base BMW 5 Series with all-wheel drive. My test car comes out to $83,400, but load an E350 up all the way and you’re looking at a pricetag with the number 9 at the front. Still, the S-Class starts at more than $115,000, and the E-Class offers damn near the same level of technology, luxury and comfort.

    Even without checking every option box the new E-Class could be a lot to stomach for traditional buyers, and there will certainly be those who are totally turned off by the technology overload. But for me, and for a growing number of customers that are increasingly getting younger and savvier, the 2024 E-Class’ glow-up is exactly the luxury experience we want.

    Front 3/4 view of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    Rear 3/4 view of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

    Taillights of a grey 2024 Mercedes-Benz E350

    Photo: Maxx Shostak/Jalopnik

  • محصولات مدیران خودرو در سه دسته کلی؛ ام وی ام، چری و فونیکس به بازار عرضه می شوند و همگی در شمار خودروهای مونتاژی چینی هستند. – آخرین قیمت محصولات مدیران خودرو در بازار+جدول/ تیگو و آریزو چند؟ جامعه ورزشی آفتاب نو: محصولات مدیران خودرو در سه دسته کلی؛ ام وی ام، چری و …
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  • بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    طرفداران: جذاب و تصفیه شده برای رانندگی؛ داخلی مجلل؛ موتور توربو قوی؛ ظاهر خوب؛ امتیازات بالای تصادف

    معایب: هیبریدی موجود نیست. سیستم اطلاعات سرگرمی قطبی؛ کمی کوچک؛ به خوبی CX-50 نیست

    با عدد 0 دقیقا چه چیزی بدست می آورید؟ معمولا، طبق تعریف، هیچ چیز. اما وقتی صحبت از دو شاسی بلند کامپکت مزدا می شود، مزدا CX-5 2024 به اندازه برادر جدیدترش، CX-50 جذاب نیست. هر دو فهرستی از مزایا و معایب یکسان دارند، و هر دو نشان‌دهنده جنبه‌های ورزشی‌تر و ممتازتر در بخشی هستند که عمدتاً شامل ورودی‌های ماجراجویی خانوادگی یا فضای باز است. آنها حتی در اندازه مشابه هستند و گزینه های موتور یکسانی را ارائه می دهند. اونوقت فرقش چیه؟

    اساساً، CX-50 برای بازار آمریکای شمالی در مقابل CX-5 جهانی تر طراحی و مهندسی شده است. بنابراین تمام ویژگی‌های CX-5 را ارائه می‌کند، اما کمی بزرگ‌تر، ظریف‌تر و قادر به رفتن بیشتر در خارج از جاده است. ما فکر می کنیم که بهتر به نظر می رسد. اوه، و در مقابل CX-5 ساخت ژاپن ساخته شده است. پس چرا CX-5 را انتخاب کنید؟ به غیر از قیمت کمی پایین تر، ما سرمان را می خاریم. در حالی که ما از نظر تئوری آن را به همان اندازه قبل از عرضه CX-50 دوست داریم، و هنوز هم از این که نسبت به CR-Vs و RAV4 های جهان تاثیر بیشتری دارد، قدردانی می کنیم، اما CX-50 را بیشتر دوست داریم. چرا وقتی 1a درست همانجا نشسته است سراغ گزینه 1b بروید؟

    داخلی و فناوری | فضای مسافر و بار | عملکرد و مصرف سوخت

    رانندگی کردن چگونه است | قیمت و سطوح تریم | رتبه‌بندی تصادف و ویژگی‌های ایمنی

    برای سال 2024 چه خبر؟

    اکنون هر CX-5 دارای عملکرد استاندارد لمسی است، اما فقط در صورت استفاده از Apple CarPlay و Android Auto. این یک بهبود عملکرد قابل توجه است و با مزداها به اشتراک گذاشته نمی شود. تغییرات دیگر حداقل هستند، با ناپدید شدن تریم پایه S شروع می شود – یک حرکت محبوب اخیر برای خودروسازان، که میوه های کم آویزان و سودآور را از بین می برد. این امر باعث می شود که CX-5 پس از در نظر گرفتن افزایش قیمت در تریم S Select که اکنون مدل پایه است، 2600 دلار گران تر شود. تغییرات بیشتر در ترتیب تریم نیز وجود دارد. Carbon Turbo با یادآوری Carbon Turbo Edition که از سال مدل 2021 دیده نشده است، بازمی گردد. مزدا ترکیب‌های رنگی جدیدی را برای این تریم ارائه می‌کند، توربو کربن 2024 با رنگ ویژه متالیک زیرکون شنی به قیمت 450 دلار و فضای داخلی چرم تراکوتا با جیر مشکی ترکیب شده است. مانند قبل، به عنوان در دسترس ترین نسخه با توربوشارژ 2.5 لیتری، پایین تر از توربو فعلی که برای سال 2024 به Turbo Premium تغییر نام داده است، و بالاترین سطح توربو سیگنیچر قرار می گیرد.

    بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    CX-5 داخلی و فناوری داخل خودرو چگونه است؟

    CX-5 دارای طراحی زیبا و مجلل با متریال مناسب است و حال و هوای ممتازی دارد که هیچ یک از رقبای مستقیم آن نمی توانند با آن مطابقت داشته باشند (خوب، علاوه بر CX-50). سطوح بالای تریم آن دارای صندلی هایی است که در اطراف گرم می شوند و در جلو تهویه می شوند، به علاوه چرم با کیفیت بالا با دوخت های فرانسوی متضاد. Signature دارای چرم ناپا قهوه ای منحصر به فرد کاتارا است که در اینجا نشان داده شده است. پوسته‌های دوخته‌شده و دوخته‌شده روی داشبورد، درها و کنسول میانی، و همچنین تزئینات آلیاژی، لمس خوبی هستند – مخصوصاً دریچه‌های هوا که به نظر می‌رسد از داخل داشبورد بیرون می‌آیند. مسلماً، رنگ‌های جذاب‌تر مانند تزئینات چوبی Signature در سطوح پایین‌تر وجود ندارد، اما فضای داخلی کلی نسبت به اکثر رقبا شیک‌تر و شیک‌تر باقی می‌ماند – به‌ویژه چیزی مانند تویوتا راو 4 و سوبارو فورستر که بیشتر به دنبال آن هستند. جو ناهموار و سودمند

    رابط فنی مزدا از این جهت متمایز است که به جای صفحه نمایش لمسی از کنترلر دستگیره کنسول مرکزی استفاده می کند. این عقب ماندگی مزدا نیست، بلکه تلاشی آگاهانه برای کاهش حواس پرتی راننده است. صفحه نمایش داشپ بزرگ است و هنگام اجرای یک رابط کاربری نسبتا ساده و سریع به راحتی قابل مشاهده است. دستگیره ای که آن را کنترل می کند، بزرگ است، به صورت ارگونومیک روی کنسول مرکزی قرار می گیرد و مانند کنترلر iDrive BMW، می تواند در منوها بچرخد یا در میان نمادها به سمت بالا/پایین، چپ/راست حرکت کند. ما به طور کلی با آن موافق هستیم، به خصوص که مزدا استاندارد عملکرد صفحه نمایش لمسی را برای سال 2024 در حین استفاده از Apple CarPlay یا Android Auto اضافه کرده است. از آنجایی که هر دو سیستم به طور خاص برای یک صفحه نمایش لمسی در نظر گرفته شده اند (استفاده از ترکیب دسته ای صفحه نمایش به سادگی یک دردسر بود)، این یک بهبود عملکرد بزرگ است. همانطور که گفته شد، دستگیره همچنان می تواند به عنوان یک ورودی اضافی برای اتصال اپل/اندروید استفاده شود، که هنگام چرخش لیست ها به کار می آید.

    بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    اندازه CX-5 چقدر است؟

    اگرچه CX-5 از بیرون کوچکتر از CX-50 است، اما آنها در داخل به غیر از مقداری عرض اضافی در CX-50 تقریباً یکسان هستند. در هر صورت، هر دو در انتهای کوچک بخش SUV جمع و جور قرار دارند. CX-5 فضای کافی در داخل برای چهار سرنشین دارد تا در راحتی نسبی سوار شوند، اما خانواده ها ممکن است متوجه شوند که می توانند از فضای اضافی ارائه شده توسط هوندا CR-V، هیوندای توسان و تویوتا RAV4 استفاده کنند. بچه‌ها بیشتر احتمال دارد که صندلی‌های جلو را از روی صندلی‌های کودک رو به جلو لگد بزنند، و آن‌هایی که در جلو هستند، احتمالاً باید صندلی‌هایشان را بالا بیاورند تا جایی برای صندلی‌های کودک رو به عقب باز کنند. ما متوجه شدیم که در مقایسه صندلی‌های خودروی ما با چهار شاسی‌بلند جمع‌وجور، CX-5 از نظر فضای صندلی خودرو و نصب آن کمترین دوستی را داشت، اما فاصله زیادی با خودروهای پیش رو نداشت.

    CX-5 دارای 30.9 فوت مکعب فضای پشت صندلی عقب است که به طور قابل توجهی کمتر از آن رقبا است. CX-50 دارای 31.4 فوت مکعب است، بنابراین همینطور است. جای تعجب نیست که ما متوجه شدیم که آنها نمی توانند به اندازه رقبای با حجم بالاتر (همه لینک ها به تست چمدان مربوطه آنها مراجعه کنند): کیا اسپورتیج (39.6)، هیوندای توسان (38.6)، تویوتا RAV4 (37.5) ، هوندا CR-V 2023 (36) و سوبارو فارستر (بین 33 تا 35 بسته به گزینه ها). با این وجود، CX-5 نشان دهنده ارتقای واضحی نسبت به شاسی بلندهای ساب کامپکت مختلف مانند CX-30 مزدا است.

    بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    مشخصات مصرف سوخت و عملکرد CX-5 چیست؟

    سطوح تریم مزدا CX-5 با 2.5 S در نام خود دارای موتور 2.5 لیتری چهار خطی است که 187 اسب بخار قدرت و 186 پوند فوت گشتاور تولید می کند. گیربکس شش سرعته اتوماتیک و چهار چرخ محرک استاندارد هستند. این یک سیستم AWD منحصربه‌فرد است که توزیع وزن خودرو را بین فاکتورهای معمول موقعیت دریچه گاز و کشش فعلی به منظور بهبود واکنش و هندلینگ کنترل می‌کند. برآوردهای مصرف سوخت برای سال 2024 در حال حاضر در دسترس نبود، اما بعید است که پس از سال گذشته که 24 مایل بر گالن در شهر، 30 مایل بر گالن بزرگراه و 26 مایل بر گالن روی هم رفته بود، تغییر اساسی کند. اینها کمتر از CR-V، Forester و RAV4 هستند که در محدوده ترکیبی 28-29 mpg قرار دارند. CR-V و RAV4 به‌علاوه کیا اسپورتیج و هیوندای توسان، پیشرانه‌های هیبریدی کارآمدتر و بسیار توصیه‌شده‌تری را ارائه می‌کنند.

    سطوح تریم با 2.5 توربو در نام خود دارای موتور 2.5 لیتری توربوشارژ چهار خطی با قدرت 227 اسب بخار و گشتاور 310 پوند فوت است. اگر در مکانی زندگی می‌کنید که آن را می‌فروشد و می‌خواهید برای بنزین بیشتر بپردازید، 256 اسب بخار قدرت را با اکتان 93 تولید می‌کند. در هر صورت، این موتور نوعی شتاب پرانرژی را تولید می کند که تعداد کمی دیگر در این بخش، از جمله هیچ یک از رقبای بالا، می توانند با آن برابری کنند. همچنین با یک موتور شش سرعته اتوماتیک و چهار چرخ متحرک جفت می شود. مصرف سوخت کاهش می یابد و به 22 مایل در گالن شهر، 27 مایل بر گالن در بزرگراه و 24 مایل در گالن ترکیب می شود.

    بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    رانندگی CX-5 چگونه است؟

    کراس اوور کامپکت مزدا برای افرادی که تغییرات زندگیشان باعث شده است از یک خودروی چابک به نوعی حمل‌ونقل خانوادگی تبدیل شود، عالی است. فرمان و پاسخ دریچه گاز آن، پورشه را تداعی می کند، در حالی که گیربکس شش سرعته اتوماتیک، عملکرد را به مصرف سوخت ترجیح می دهد (در حالی که هنوز مسافت پیموده شده نسبتاً خوبی دارد). این عناصر پویا، به‌علاوه موقعیت رانندگی ایده‌آل و با دقت طراحی‌شده و صدای غرغر زیاد موتور توربوی موجود، باعث می‌شود که CX-5 برای افرادی که به حمل‌ونقل ورزشی‌تر و غیرخانوادگی عادت دارند احساس «درست» داشته باشد. با این اوصاف، کیفیت سواری آن در سطح محکم‌تری قرار دارد. هرگز خشن نیست، حتی با چرخ‌های بزرگ، اما مطمئناً نسبت به اکثر رقبا بیشتر از جاده احساس می‌کنید.

    بخشی از قدرت دینامیکی آن ناشی از این واقعیت است که G-Vectoring Control Plus، فناوری انحصاری مزدا، از گشتاور موتور برای انتقال وزن به چرخ‌های جلو استفاده می‌کند. این امر چسبندگی بیشتری بر روی چرخ‌های چرخان ایجاد می‌کند، و در حالی که در شرایط جاده‌ای نامناسب بیشتر به چشم می‌آید، به راننده اطمینان بیشتری در انحنای ترین جاده‌ها حتی زمانی که سطوح خشک هستند القا می‌کند. همچنین می‌تواند ترمز چرخ بیرونی را اعمال کند، که خودرو را با کنترل نرمی که معمولاً برای سدان‌های اسپورت اختصاص دارد، هدایت می‌کند.

    چه بررسی های مزدا CX-5 دیگری را می توانم بخوانم؟

    تست چمدان مزدا CX-5 2019 | چقدر در صندوق عقب جا می شود

    ببینید چقدر چمدان می تواند در قسمت بار CX-5 جا شود.

    بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    تست صندلی خودرو: مزدا CX-5 در مقابل تویوتا راو4 در مقابل سوبارو فارستر در مقابل هوندا CR-V (نسل قبلی)

    ما نگاهی می اندازیم به آسانی نصب صندلی های کودک در چهار مورد از بهترین SUV های جمع و جور و همچنین فضای زیادی برای آنها.

    بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    بررسی نکات درایورهای مزدا CX-5 توربو 2019 | قدرت بیشتر، عشق بیشتر

    اولین بار ما با موتور CX-5 توربو رانندگی می کنیم. این خودرو از آن زمان به روز شده است، اما تصورات کلی ما از موتور توربو یکسان است.

    مزدا CX-5

    قیمت CX-5 2024 چقدر است؟

    قیمت CX-5 کمی بالاتر از رقبا شروع می شود، اما به طور استاندارد با سیستم چهار چرخ متحرک نیز عرضه می شود و به لطف شروع با سطح تریم S Select بالاتر برای سال 2024، احتمالاً تجهیزات بیشتری نیز وجود دارد. از دیگر ویژگی‌های زیبای این خودرو می‌توان به شیشه‌های خلوت عقب، چراغ‌های تراز خودکار، ورودی مجاورت، کنترل آب و هوای دو منطقه‌ای، روکش‌های چرم، صندلی‌های جلوی گرم شونده با قابلیت تنظیم برقی شش جهته راننده و تنظیم دستی ارتفاع سرنشین، سیستم صوتی با شش بلندگو و دو USB عقب اشاره کرد. پورت ها

    با این حال، برخی از موارد کلیدی: نسخه کربنی عمدتاً یک بسته ظاهری در بالای Preferred است که چرخ‌ها و تریم مشکی، رنگ خاکستری منحصر به فرد پلی‌متال و یک گزینه داخلی قرمز را اضافه می‌کند. Carbon Turbo یک شن و ماسه فلزی ویژه زیرکون با چرم تراکوتا مخلوط با جیر مصنوعی مشکی ارائه می دهد. حالت‌های رانندگی اسپرت و آفرود نیز با شروع Premium نشان داده می‌شوند، در حالی که تریم‌های توربو دارای استایل و تودوزی چرمی کمی متفاوت هستند.

    قیمت سطوح مختلف مزدا CX-5 2024 پس از هزینه مقصد 1375 دلاری با تغییرات قیمتی هر یک از آنها نسبت به سال 2023 در زیر آمده است:

    S Select: 30675 دلار (800 دلار)

    S ترجیحی: 32025 دلار (470 دلار)

    S Carbon Edition: 33325 دلار (850 دلار)

    S Premium: 35275 دلار (900 دلار)

    S Premium Plus: 37875 دلار (1000 دلار)

    کربن توربو: 38375 دلار (جدید)

    توربو پرمیوم: 39175 دلار (950 دلار)

    امضای توربو: 41975 دلار (950 دلار)

    بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟بررسی مزدا CX-5 2024: چرا وقتی 1a درست در آنجا نشسته است، گزینه 1b را دریافت کنیم؟

    رتبه بندی ایمنی CX-5 و ویژگی های کمک راننده چیست؟

    هر CX-5 شامل هشدار برخورد از جلو با ترمز اضطراری خودکار و تشخیص عابر پیاده، هشدار خروج از خط، کمک حفظ بین خطوط، کروز کنترل تطبیقی ​​و سیستم‌های هشدار ترافیک متقابل نقاط کور و عقب است. دو مورد آخر معمولاً در سطوح بالای تریم رقبا یافت می شوند. Signature فوق‌العاده، ترمز اضطراری خودکار عقب، سیستم هشدار عدم توجه راننده و کمک فرمان سرعت پایین را در هنگام استفاده از کروز کنترل تطبیقی ​​(دستیار ترافیک ترافیک) اضافه می‌کند.

    دولت فدرال به CX-5 رتبه پنج ستاره برتر را برای شایستگی تصادف کلی، از جلو و جانبی داد. این یک رتبه معمولی چهار ستاره rollover دریافت کرد. مؤسسه بیمه ایمنی بزرگراه، آن را به دلیل بهترین رتبه‌بندی‌های ممکن در تمام تست‌های تصادف مربوطه و فناوری جلوگیری از تصادف، به‌عنوان انتخاب برتر ایمنی + نامید. CX-5 همچنین تنها شاسی بلند کامپکتی بود که بهترین رتبه ممکن “خوب” را در تست تصادف جانبی جدیدتر و سخت‌تر IIHS کسب کرد (هنوز جزو صلاحیت‌های Top Safety Pick محسوب نمی‌شود).

  • در این گزارش قیمت جدید کلیه محصولات شرکت مدیران خودرو را مشاهده می کنید. – مدیران خودرو یکی از پرطرفدار ترین شرکت های واردکننده است. این شرکت خودروهایی از قبیل ام وی ام، تیگو و آریزو را وارد می کند که جزو محبوب ترین خودروهای مونتاژی بازار به شمار می آید. محصولات مدیران …
    منبع خبر: پارسینه
    دسته بندی خبر: اقتصادی

    منبع

  • Festival-Goers Shine Dozens Of Lasers At The Pilot Of A Passenger Jet

    It’s pretty common knowledge that you do not shine laser pointers at aircraft, but it seems that no one told that to festival-goers at the National Pyrotechnic Festival in Tultepec, Mexico. Shocking video footage posted on TikTok shows dozens of revelers shining green laser beams at the passenger jet in what may be one of the stupidest plane-related incidents of 2024.

    Pointing a laser at an aircraft is illegal in Mexico. It is illegal in many countries — but even in the United States, the Federal Aviation Administration saw 13,304 reports of laser-related incidents in 2023. It sounds like it’s time to remind folks why pointing lasers at planes is bad.

    First and foremost, certain lasers can cause retinal damage, which could result in someone losing vision; it should go without saying that you really do not want your pilot losing their vision while in the middle of a flight. As laser beams travel long distances, the light can diffuse; by the time that light hits the cockpit of an airborne plane, it may no longer be blinding, but it can cause glare or create other impairments to vision. Again, that is not good. In fact, it is extremely bad and dangerous.

    There are still a lot of questions about the airplane that was blasted by dozens of lasers from festival-goers in Mexico, but Business Insider reports that it appears that the plane was approaching Felipe Ángeles International Airport with the intent of landing. While there is no good time for a pilot to be visually assaulted while in the air, laser damage is especially concerning during skilled processes like take-off and landing.

    The video posted on TikTok shows one or two lasers pointing at the plane. Encouraged, dozens of other festival-goers decided to join in. By the end of the 19-second clip, the plane is almost entirely obscured by lasers.

    Here in the U.S., pointing a laser at a plane can earn you an $11,000 fine for a single violation. Keep it up, and those fines skyrocket. A 29-year-old man named Joseph Crapsi is now facing five years in prison and a $250,000 after being accused of pointing a green laser at a Delta Airlines flight arriving at Buffalo Niagara International Airport in New York earlier this month.

  • پیرو بخشنامه شماره 1402/1122 مورخ 1402/02/04 به اطلاع متقاضیان محترم و عاملیت های مجاز میرساند، امکان تکمیل فرآیند ثبت نام خودرو فیدلیتی جهت بخشی از متقاضیان سامانه یکپارچه عرضه خودروهای داخلی (طرح عادی)، – شرایط فروش محصولات ام وی ام ویژه اسفند 1402 با موعد تحویل 90 روز کاری …
    منبع خبر: آفتاب نو
    دسته بندی خبر: اقتصادی

    منبع

  • Upcoming Solar Eclipse Could Lead To Spike In Fatal Car Crashes

    A photo of a sign pointing to an eclipse information station.

    Don’t get too carried away out there.
    Photo: VW Pics/Universal Images Group (Getty Images)

    It’s an exciting time for moon worshipers, as the Earth’s natural satellite is about to get its time in the spotlight with a total eclipse that’s set to be visible from vast portions of America on April 8th. While the lunar phenomenon is exciting, it turns out it can also mark a dangerous time for motorists, as one study warned that fatal car crashes could be about to spike.

    The total solar eclipse will be visible across America on April 8th when the moon passes in front of the sun, temporarily blocking its light from reaching Earth. When that happens, a new paper has warned that there could be an uptick in fatal car crashes across the country, reports Space.com.

    According to the site, the 2017 eclipse in America resulted in a spike in deaths on the country’s roads, and now experts are warning the same could happen during the eclipse next month. As Space.com explains:

    The surge in crashes wasn’t tied to the daytime darkness caused by the eclipse. Actually, “we see a significant decrease during the single hour that involves the eclipse,” said co-author Dr. Donald Redelmeier, a professor of medicine at the University of Toronto and a staff physician at the Sunnybrook Health Sciences Centre.

    “The problem is the surrounding hours, when people are traveling to their place of observation and especially afterwards,” Redelmeier told Live Science. “We’re especially concerned about the drive home.”

    So while we’re sure you all know to turn your lights on and take care when you’re driving in the dark, we’d like to take this time to remind you not to get too excited about the eclipse.

    We know, it’s novel for it to go dark during the day, but that doesn’t mean you should drive like a maniac to get the best view of the moon as it passes in front of the sun.

    Stay safe out there, kids. And remember, don’t look an eclipse directly in the eye.

  • Redesigned 2025 Toyota 4Runner teased

    ·

    Redesigned 2025 Toyota 4Runner teased

    Toyota has provided the first evidence that a redesigned 4Runner is coming soon.

    The automaker took to Instagram on Thursday to post a series of photos of each generation of the 4Runner.

    The final photo in the series showed a portion of the redesigned 4Runner, the nameplate’s sixth generation.

    Included with the photos was a challenge for fans to guess the model year each time the 4Runner was redesigned.

    Instagram post by Toyota made on March 28, 2024

    Instagram post by Toyota made on March 28, 2024

    Toyota hasn’t said anything about the vehicle but like previous generations, it should be twinned with the Tacoma midsize pickup truck which itself was redesigned for the 2024 model year around Toyota’s TNGA-F body-on-frame platform shared with the full-size Tundra and Sequoia SUV. Considering Toyota has started the teaser campaign for the new 4Runner, we’ll likely see the SUV arrive for the 2025 model year, meaning a debut later this year is likely.

    The current 4Runner is available for the 2024 model year and comes exclusively with a 4.0-liter V-6 rated at 270 hp and paired to a 5-speed automatic transmission. Depending on the grade, it comes with rear-wheel drive or available four-wheel drive.

    Given all the options available on the new Tacoma, it’s likely the new 4Runner will have more to offer than the current generation. In the case of the Tacoma, there’s a 2.4-liter turbo-4 that has three power ratings, depending on the grade. The engine is also available in a hybrid configuration. Nearly every Tacoma comes with an 8-speed automatic transmission, but a 6-speed manual transmission with rev-matching is available on the base SR trim.

    Expect the current 4Runner’s various grades to continue for the new generations, including the multiple TRD off-road grades. The starting price might see an uptick from the current $41,850 sticker, though.

  • See If You Can Spot The Difference In Lamborghini's New Logo

    It’s a big day for people whose passion is graphic design, as Italian supercar maker Lamborghini has just rolled out its first logo refresh in almost 20 years. Don’t worry though, as it’s nothing too revolutionary. Instead, the new logo is merely a refinement of the bull badge that the firm first introduced in the 1960s.

    For its new emblem, Lamborghini took a page out of the same design book several automakers have already used to refresh their brands with new badges. Lambo opted for a simplified, flattened version of its old logo, similar to the design refreshes from brands like Skoda, Nissan and Lamborghini’s own parent company, Volkswagen.

    As a result is a two-dimensional image of the bull, in the middle of a gold and black shield. The Lamborghini font up top remains, in the same soft-gold hue, which Lamborghini describes as “minimal yet bold.”

    It’s a smart and understated rework of the Lambo logo, and will soon start appearing on corporate materials shared by the brand. What’s more, Lamborghini said in its unveiling that the bull at the center of its badge could soon appear alone, and free from its shield prison going forward.

    Don’t worry about the signature Lamborghini text in the badge, though, as the brand says it developed a bespoke Lamborghini typeface that’ll be used across its products and communications going forward. Just what that means for Lamborghini owners, though, remains to be seen. Here’s hoping it means we can soon start sending out wedding invites in the Lamborghini font though.

    See If You Can Spot The Difference In Lamborghini's New LogoSee If You Can Spot The Difference In Lamborghini's New Logo

    Photo: Lamborghini

    What do you think of the new emblem? You can see it side by side with the outgoing badge in the slider above. Unlike some other redesigns we’ve seen recently, it does remain unmistakably Lamborghini despite the changes, and it’s a more thorough rebrand that the one Porsche recently rolled out.

    The athletic straining of the bull is something that’s been present on Lambos for decades. Sure, the outgoing logo has only been appearing on the Italian cars since 1998, but the bull imagery traces its origins back to 1963.

    Back then, Lamborghini used a red shield with a black bull as its badge. This was replaced by the first black and gold shield in the 1970s, before a black and white badges was used between 1974 and 1998.

  • Fun-sized hatch heats up EV waters

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    Fun-sized hatch heats up EV waters

    The 2025 Volvo EX30 is several things all at once. The small electric crossover represents a new entry point to the brand; it’s one of the few affordable electric cars starting at $35,000; it makes an eco-conscious statement in a luxury leather world; and its dual-motor performance model fuels rallycross dreams.

    The last bit might be the most surprising thing about Volvo’s newest vehicle: it’s a hoot to drive, especially on a frozen lake in the Swedish Lapland near the Arctic Circle. With 20-inch studded snow tires on both the dual-motor and single-motor EX30, Volvo’s return to a rear-wheel-drive car for the first time in 25 years doesn’t sacrifice its reputation for safety and safe handling. 

    A 2.3-mile loop track was cleared on a frozen lake, the surrounding birch and pine trees frosted in snow. The snow fell light but constant, the quality of light so flat that it was nearly impossible to discern the ashy ice track from its windswept boundaries. Red rubber sticks marked the slaloming apexes of a course that lacked even the shortest straight. 

    2025 Volvo EX30 RWD

    2025 Volvo EX30 RWD

    The challenge while turning constantly was to stay on course at speeds of no more than about 37 mph; don’t hit the red sticks, don’t plow into a bank, don’t get stuck. It wasn’t so easy. Anyone who has laced up skates knows ice makes everything faster. 

    An adjacent slalom course highlighted more technical urgency: maintain the line on both the narrow and wide courses, slam on the brakes into the red-stick gate before a mass of sticks meant to represent a moose, whip around the moose, correct through the finish, nose forward. At 50 mph, it was an impossibility. Miss the moose, kill some sticks.

    The point of all this? To test the limits of the motors and the traction control systems in Volvo’s newest, smallest car.

    The takeaway? You don’t need all-wheel drive to have good grip and reassuring safety in the Volvo EX30. 

    2025 Volvo EX30

    2025 Volvo EX30

    EX30’s rear-wheel-drive triumphant return

    For decades, front-wheel-drive cars have overtaken rear-drive cars as a safer, more practical, and more cost effective approach to single-axle power. The electric age has subverted that thinking. 

    The heaviest single element of the EX30—its 69-kwh battery pack—sits in the floor between the axles, creating a more even weight distribution and a lower center of gravity than a combustion car. With the steering and climate systems up front, a drive unit mounted at the rear axle balances the weight even more without the plowing when turning that’s common in FWD cars.

    The difference between the RWD and AWD EX30 models largely comes down to software in the stability control unit. Some chassis adjustments to the spring rates and roll bars were necessary to account for the 282-pound weight difference (3,858 pounds for the EX30 RWD), but Volvo designed the EX30 to operate and react the same whether its dual- or single-motor. 

    The 200-kw rear motor makes 268 hp and 253 lb-ft of torque. Volvo claims it can hit 60 mph in 5.1 seconds on its way to a top speed of 112 mph. Not on ice. Even with the studded winter tires, the wheel slip from a stop effectively cut power to the accelerator until the stability control system determined it had a grip. It’s a lot of torque all at once. On wet country roads, the pert burst of power tapered off around 30 mph, but it was still sudden enough to get a giggle. 

    2025 Volvo EX30 RWD

    2025 Volvo EX30 RWD

    2025 Volvo EX30 RWD

    2025 Volvo EX30 RWD

    2025 Volvo EX30

    2025 Volvo EX30

    On the ice course, I played with turning on and off one-pedal driving, as well as turning the stability control on and off. It’s never fully off, because that’s the Volvo way. Even minimizing the stability control is meant not for performance fun but to dig yourself out of a snowbank or sticky situation demanding more traction. With it limited, the rear end slid out much more freely, unencumbered by anti-lock brake corrections. To keep it on line, it required a dance between the accelerator and the brake. 

    Even with one-pedal driving off, the regen brake system uses the motor, with the friction brake only coming on with a hard press of the brake pedal. A tap of the brake into a serpentine induced some rotation, then a stab of the accelerator carried it through and back around. The electronically assisted steering rack didn’t require much force, but it wasn’t overly sensitive. The flat top and bottom of the steering wheel gave it some presence in my hands, and it was one of the more pleasant surprises of the EX30 ice experience.

    Too much of the brake, throttle, or steering greeted me with a snowy slide and no chance to pull out because of the dead throttle pedal. With ESC off, it gives you a bit more freedom. The snow that both defined and hid the track nearly matched the 7.0 inches of ground clearance on the EX30. 

    With one-pedal driving and ESC active, as most Volvo drivers would operate, it kept the hatchback in check without needing to do the brake tap. I could control the little SUV even at fun speeds mostly by getting off and on the accelerator pedal. The studded tires enabled remarkable control, and when we drove to the frozen lake through early morning snow, I never questioned or doubted the RWD traction on snow-drifted roads. This will be reassuring to EX30 drivers who don’t fantasize about a rallycross ice spectacle. 

    The downside was that changing the driving dynamics required several button presses in the EX30’s sole interface, a 12.3-inch touchscreen that even controls a small glove box door. It incorporates the instrument cluster, infotainment system, climate controls—all to keep the recycled material dash clean and spartan. To access the modes, press the car icon, press the settings icon, press the drive control submenu, and one more press gets you there. It’s best to leave that open when switching between modes. 

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    The upside is that the next generation of Volvo’s Google built-in operating system and its layered display operates much more intuitively and visibly. Instead of the four-stack display that would require a push of a real button to bring up the climate controls, the HVAC always sticks on the bottom bar.  

    Keeping costs down can be pretty after all. Volvo offers four different interior themes, or “decors”. Breeze uses recycled window frames in a speckled dash that reminded me of the cafeteria countertops from my gradeschool. I preferred Mist for the eco vibe, with its wool-like upholstery and fibrous dash and door panels made of flax.     

    Even with the single digital interface, the cost-cutting is subtle on the interior. The console can slide out from the armrest to access the cupholders, and at the edge of the armrest is a single module that controls the door locks and windows, instead of putting a switch on each door. The power seat controls consist of one knob on the seat bottom, and pressing the button within the knob activates three different functions, such as adjusting the lumbar, or separately, raising or lowering or sliding the seat. 

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    The EX30 dual-motor difference

    Another button in the touchscreen appears in the dual-motor model: Performance mode. It locks the 200-kw rear motor with the 115-kw front motor so the full 422 hp and 400 lb-ft is always available. Without it, it takes a beat for the system to detect slip or to acknowledge the pedal is floored and to engage the front motor. 

    With it on, Volvo quotes a 0-60 mph time of 3.4 seconds. It’s a gut-dropper on open roads and an unusual surge of power from a Volvo.

    On the ice, the extra power and greater grip had an instant effect. Off the line, there wasn’t the slip and pause of the RWD model. It nosed confidently ahead and it was easier to maintain speed on the course’s intended line. It turned the safety exercise into a gauntlet of fun. I would spend the $6,000 extra just for that.

    2025 Volvo EX30

    2025 Volvo EX30

    But I wouldn’t recommend it to the normal EX30 shopper, who might be a young couple eventually growing into a family or a downsizing empty nester. The single-motor-RWD unit does such a good job in terms of traction that I’m not sure the dual-motor AWD unit is the safer play. It is, by virtue of the extra weight and the quicker responses, but if you lived in a snowy climate, chances are you’re putting snow tires on any car, and that might have a bigger impact on grip than the extra motor. 

    The dual-motor is the fun play.

    Size matters: EX30 vs XC40

    At the event, Volvo had a dual-motor version of the 2024 XC40 Recharge, which will be renamed the EX40 for the 2025 model year in North America. The name change aligns with Volvo’s global branding and drops the “Recharge” confusion; Recharge models will exclusively be plug-in hybrids now. 

    For 2024, Volvo added a rear-wheel-drive option to the XC40, but in back-to-back testing the agility of the EX30 made the EX40 feel like a large crossover. It’s not. 

    At 174.8 inches, it’s 8.1 inches longer than the EX30 with a wheelbase that’s 2.1 inches longer. It’s 1.4 inches wider, 3.8 inches taller, and has significantly more rear legroom and cargo space with the seats down (46.9 cubic feet vs 31.9 in the EX30). 

    There’s enough room under the cargo cover in the EX30 for four rollaboards, and a hidden floor gives it more depth, but it’s tight back there. Likewise, 6-footers won’t want to sit in back for long, with just 32.9 inches of legroom, though headroom is decent. A longer and more rugged variant arrives next year in the EX30 Cross Country.

    The EX40 dual-motor is about 500 pounds heavier, too. You feel all of it. By comparison it felt cumbersome and ponderous to negotiate the slalom course. It’s older, too, and I suspect its multi-energy platform that can be used with a gas engine and plug-in hybrid hurts its handling characteristics. The EX30 rides on a dedicated electric vehicle platform developed in partnership with parent company Geely and used in other EVs by Zeekr and Polestar.

    The EX30 is a fun-sized Volvo, but that hasn’t served many automakers in North America.

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    2025 Volvo EX30

    Price matters: The $6,000 question

    Volvo’s big bet on its new entry-level SUV answers the new question: Who’s going to sell an affordable electric car? Chevy rested the Bolt EV for a year, the Nissan Leaf is too old, and every EV maker appears to be chasing Tesla’s price cuts to the Model Y. 

    The 2025 EX30 rear-wheel-drive base Core model starts at $36,245, with destination. Both the RWD and AWD models are sold in Plus ($40,195) and Ultra ($41,895) grades. Adding $6,000 for the Dual-Motor performance model puts the price on par with any number of electric vehicles, most of them larger inside. 

    The estimated dual-motor range of 265 miles is in line with other EVs with a battery pack below 70 kwh, as is a DC fast-charge estimate of 26.5 minutes from 10-80% at 153 kw. Made in China for now and Belgium next year, it won’t qualify for the $7,500 tax credit. 

    Yet, its price appeals to the oft-overlooked demographics of the downsized and the urban, and it makes the Model Y look like it has indigestion. The EX30 wears its eco-consciousness on its recycled sleeve, yet it retains the safety and styling hallmarks of a Volvo. Its fun-sized packaging and handling give it something Volvo hasn’t had for a while. 

    Volvo paid for travel expenses for Motor Authority to present this first drive of the 2025 EX30.