Latest news with #AWD
Miami Herald
3 days ago
- Automotive
- Miami Herald
Honda Drops Enticing Pilot Lease Offer for June
Honda's Pilot, one of the market's most popular mid-size SUVs, starts at $40,200 for its base version, with the peak Black Edition trim selling from $54,580. From least to most expensive, this Honda's trims include the Sport, EX-L, EX-L with HPD (Honda Performance Development) wheels, TrailSport, Touring, Touring with HPD wheels, Elite, and Black Edition. Front-wheel drive (FWD) versions get 19 mpg in the city and 27 mpg on the highway, while non-TrailSport AWD trims provide 19 mpg in the city and 25 mpg on the highway. The TrailSport AWD delivers 18 mpg in the city and 23 mpg on the highway. While lagging slightly in fuel economy, the 2025 Pilot compensates with 111.8 cu ft of cargo capacity when the second and third rows are folded, 59.5 cu ft with the third row down, and 21.8 cu ft behind the third row. Passengers also receive plenty of space with a total volume of 158.4 cu ft for the Sport and EX-L trims and 154.9 cu ft for TrailSport, Touring, Elite, and Black Edition variants across seven or eight seats. The 2025 Pilot's powertrain is more robust than you may imagine, with 285 horsepower and 262 lb-ft of torque paired with a 10-speed automatic transmission. AWD versions provide higher towing capability with a maximum capacity of 5,000 lbs, while FWD trims can tow up to 3,500 lbs. Honda offers up to seven available drive modes within the 2025 Pilot, including Normal, ECON, Sport, Snow, Trail, Sand, and Tow. The base Sport has a 7-inch infotainment display, but most trims get a 9-inch touchscreen. Honda's TrailSport Pilot distinguishes itself with steel skid plates, a trailer hitch, all-season floor mats, and easy-to-clean upholstery. Those who aren't fully committed to purchasing a 2025 Honda Pilot may be more inclined to lease. If you're interested in leasing a 2025 Pilot but aren't sure what trim to select, you'll benefit from knowing that all of Honda's current lease offers for this model center around one variant, and there's an enticing catch. From now until July 7, all of Honda's lease offers for the 2025 Pilot are for the model's EX-L variant. If you want AWD without paying additional monthly cash, you're in luck, as Honda is leasing the 2025 FWD EX-L and AWD EX-L for the same monthly price of $479 for 36 months. However, you'll have to put $5,899 down on an AWD Pilot EX-L instead of the FWD version's $4,999 due at signing. While many major markets, such as New York City, Los Angeles, California, and Miami, Florida, are consistent in this offer-some areas, such as Seattle, Washington, Portland, Oregon, and Madison, Wisconsin, offer the lease at $489 per month for 36 months, with $5,899 due at signing for AWD and $4,799 due for FWD. Consider the monthly payment cost, taxes, and fees before signing a lease. Lease offers vary by metro market. Check your local pricing here. Some lessees prefer to put $0 down to reduce upfront costs. In this case, drivers leasing a FWD 2025 Pilot would pay about $605 per month instead of $479 or $630 monthly for an AWD version. Lessees putting $0 down in markets leasing the 2025 Pilot at $489 per month for 36 months, with $5,899 due at signing for AWD and $4,799 due for FWD, would pay around $609 per month for the FWD variant and $639 per month for AWD. Honda's current 2025 Pilot lease offer is advantageous for those looking to mitigate costs when upgrading from FWD to AWD and drivers unsure which trim to select. Still, before deciding, be sure to take the 2025 Pilot on a test drive and compare it against rivals such as Kia's Telluride, Hyundai's Palisade, and Toyota's Highlander. *Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Auto Blog
3 days ago
- Automotive
- Auto Blog
Here's Why BMW Hasn't Pulled The Trigger On M2 xDrive... Yet
The Most Capable M2 Ever Could Still Be Coming Rumors of an xDrive all-wheel-drive version of the BMW M2 first surfaced around two years ago, but so far, there has been no official confirmation from the automaker. The M2 is still only available with rear-wheel drive, unlike the larger M4 Coupe. However, an executive has told BMW Blog that the M2 xDrive is still an option, while also providing a logical reason for why the grippier AWD setup hasn't yet been introduced on the brand's smallest coupe. It all comes down to production timelines and how often new variants of high-performance M models are launched. BMW M2 xDrive Still An Option Source: BMW Dirk Häcker, the head of research and development at BMW M, told BMW Blog that an M2 xDrive 'could' still happen. He was specifically asked why the M3 and M4 have the optional xDrive system but the M2 does not, and responded with this: 'I think the M3 and M4 CS are in a later stage. We introduced the M2 about two years ago, so we have started with rear-wheel drive. We now offer the M2 CS, and we have a lot of time to the EOP [end of production] of the car. So there could be also ideas to offer for the future of an xDrive system, but there is no final decision.' BMW Blog's sources suggest the xDrive model will go into production from August 2026, alongside the current RWD model. RWD M2 Unique In Its Segment While the possible M2 xDrive is expected to be slightly quicker in a straight line and around a track, the current M2 with RWD is unique in its segment. Audi and BMW don't make comparable small sports coupes, and their closest M2 rivals – the RS3 sedan and CLA 45 S Coupe – are exclusively available with AWD. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Furthermore, the M2 is available with a six-speed manual, which both of these rivals lack. The M2 xDrive, if it does materialize, is expected to be sold exclusively with BMW's eight-speed automatic transmission. The six-cylinder engine is also unique to the M2. For now, M2 fans will have to settle for RWD, but the new M2 CS at least offers a hefty increase in power to 523 horses. One can only imagine how devastating the M2 CS would be with AWD, and we wouldn't rule out the possibility of such a model in the future. Ultimately, it looks like the best of the current M2 is yet to come. About the Author Karl Furlong View Profile
Hindustan Times
4 days ago
- Automotive
- Hindustan Times
Tata Harrier EV at Quad Day: Capability without drama and technology with real purpose
As SUVs across the board turn to flash and flare, Tata Motors has taken a different route with the Harrier EV: one of restraint, refinement, and relevance. From my hands-on time with the vehicle—particularly the off-road section—to the deep dive conversations with Anand Kulkarni, Chief Product Officer at Tata Passenger Electric Mobility, it became evident that this isn't just a step forward for Tata Motors. It's a quiet leap. Also Read : Tata Harrier EV launched at ₹ 21.49 lakh, brings AWD capabilities. Check details The off-road experience: More composure than clatter Of all the four thematic zones at the Quad day—Performance, Precision, Tech, and Off-Road—it was the last one that offered the rarest commodity at events like this: an actual chance to drive. Not as a co-passenger, not in a closed loop—but a real, hands-on crawl through chaos. And chaos it was. The off-road course was no casual slush track—it was a tightly packed sequence of punishing terrain features that would challenge even seasoned ICE SUVs. It began with a rock bed crawl that tested low-speed control and wheel articulation, followed by an axle twister engineered to lift at least one tyre off the ground. From there, the trail threw up sharp 35-degree inclines and declines, pushing the vehicle's traction management and braking systems to the limit. The course continued with side slopes, camel humps, deep sand traps, water wading sections, and even a staircase climb to cap it all off—each obstacle demanding precision, poise, and a drivetrain capable of thinking on its feet. But what stood out wasn't just that the Harrier EV did all of it. It was how little it fussed while doing so. There was no jerky throttle response, no electronic overcorrection, no wheelspin theatre. It felt as if the SUV had pre-read the course. Every mode—Rock Crawl, Sand, Mud & Ruts—was calibrated to deliver just enough intervention. Not more. This composure stems from a very specific drivetrain setup: a rear-biased Quad Wheel Drive (QWD) system powered by two independent motors. The rear motor, a PMSM (Permanent Magnet Synchronous Motor), does most of the work. The front, an induction motor, wakes up only when needed. As Kulkarni, the chief architect behind Tata's EVs, explained, this decision wasn't just about traction—it was about efficiency. 'PMSM motors are great, but they consume power even when not in use. Induction motors don't. So for a setup where the front axle is often disengaged, it made perfect sense." What this means practically is that during a slow rock crawl or a sudden steep climb, the rear motor delivers high torque, while the system dynamically checks whether the front needs to assist. And when it does, the transition is imperceptible. Even during the axle twister, where one wheel was in the air, the software sensed the slip and reallocated torque within milliseconds. Kulkarni emphasized, 'We didn't use mechanical aids like diff locks. It's all software. Torque vectoring, traction prediction, terrain mapping—all of it is done by the brain of the car." And it works. No drama. No mechanical clunks. Just progress. Also Read : Tata Harrier EV takes electric SUV game to next level. What makes it unique? Tech zone: A software-defined vehicle, with Indian priorities If the Off-Road Zone was about physical proof, the Tech Zone was about technological vision—only this time, grounded in day-to-day Indian reality rather than Silicon Valley showmanship. Here, the Harrier EV presented itself not just as an electric SUV, but as a Software-Defined Vehicle (SDV)—built on Tata's new ' (Tata Intelligent Digital Architecture Layer) platform. Running 500 million lines of code, it connects everything from motor control to ADAS, infotainment, telematics, and payment systems. But what makes ' stand out is not just what it does, but what it consciously chooses not to overdo. It focuses on real-world utility rather than ticking boxes. Take the Low-Speed Autonomous Emergency Braking (AEB), for instance—it's not just another radar-based system thrown in for formality. It's carefully calibrated for India's dense, erratic traffic, where most Western ADAS setups either overreact with sudden braking or disengage altogether. The Tata Harrier EV gets several convinience features such as the Summon Mode which allows the car to park in a pararell parking without driver inputs Then there's Dead-End Assist, a segment-first feature that allows the vehicle to automatically reverse along the last 50 meters of its path—a simple yet brilliant solution for tight lanes and tricky U-turn situations in crowded neighbourhoods. Summon Mode, activated via Tata's new circular key, lets the SUV inch in or out of tight parking spots autonomously, complete with full obstacle detection. And the 540° transparent view camera system doesn't just offer a top-down perspective; it delivers real-time stitched visuals, including side and underbody views, enhanced with rim protection alerts—making it genuinely useful for negotiating potholes, high kerbs, or narrow parking bays. What impressed me most wasn't that these features existed—but how calmly they worked. There was no jarring intervention. No frantic beeps. Just consistent, usable assistance. As Kulkarni put it: 'ADAS shouldn't be a backseat driver. It should feel like a co-driver—always watching, but never taking over unless it absolutely has to." Even the AI-powered Park Assist, developed with Continental, was a lesson in subtlety. The system scanned irregular parking spaces (not laser-marked slots), identified viable options, and parked itself with steering, braking, and acceleration control. And if someone walked by? It stopped. Gently. Collaboration by design, not compromise One of the more underrated aspects of the Harrier EV is how thoroughly it has been shaped through partnerships. Tata Motors has embraced a global collaboration model, but with Indian calibration and context firmly at its core. The result is a vehicle that reflects both international technological excellence and local relevance. Continental, for instance, provided the intelligence behind the ADAS suite and Auto Park Assist—custom-developed for India's unpredictable road realities. As Prashanth Doraswamy, CEO of Continental India, described it, the system is 'a human-like AI that understands Indian parking challenges—unclear lines, sudden obstacles, narrow bays." Harman and Samsung delivered the world's first 14.5-inch Neo QLED display in a production car, paired with JBL Black's Dolby Atmos 5.1 audio system—not for flamboyance, but to create a 'third space" that seamlessly blends work, entertainment and travel. Also Read : Tata Harrier EV: A showcase of Tata Motors' global tech ties and EV ecosystem vision On the drivetrain front, Tata AutoComp and Schaeffler engineered the front induction and rear PMSM motors, respectively, with TACO contributing India's first integrated induction EV drivetrain. The ADAS controller itself runs on Mobileye's globally benchmarked EyeQ chip, fine-tuned specifically for India's chaotic traffic environment. The plus architecture, underpinning the Tata Harrier EV is a collaborative effort between Tata Motors and various other leading global suppliers Qualcomm provides the SDV backbone, enabling over-the-air updates and modular software enhancements, while Bosch, ZF, LG Chem, and Magna form part of Tata's tier-one ecosystem, supporting everything from battery systems to structural components. Yet, none of these partnerships were plug-and-play. Each supplier was asked to co-develop, co-calibrate, and rigorously test their systems with Indian use cases in mind. As Kulkarni succinctly put it, 'These aren't just tech tie-ups. They're part of a new Tata philosophy—collaboration by design." What the Tata Harrier EV really represents The Tata Harrier EV doesn't overwhelm. It impresses with restraint, earns trust through refinement, and redefines what it means to be a true Indian electric SUV. It's capable where it matters, intelligent where it counts, and most importantly—it feels complete. With a real-world C75 range of 480–505 km, support for 120 kW fast charging, V2L (Vehicle to Load) and V2V (Vehicle to Vehicle), the Harrier EV isn't a flash-in-the-pan launch. It's Tata's opening move in a much bigger EV play. More importantly, it's a product that acknowledges its customer—a 30–40-year-old urban explorer who wants range, refinement, and ruggedness, without feeling like they're compromising on identity or practicality. This is an SUV built for weekday office commutes and weekend adventures, for chauffeured comfort and hands-on control, for those who want freedom without friction. In a market where most EVs still struggle to find balance, the Harrier EV finds its footing not in gimmicks, but in grounded, honest capability. And perhaps that's the boldest move of all. First Published Date: 17 Jun 2025, 08:51 AM IST
Auto Car
11-06-2025
- Automotive
- Auto Car
Vauxhall adds four-wheel drive to Grandland EV range with 321bhp
The Vauxhall Grandland Electric has gained a dual-motor variant, making it the first electric car from the British brand to send power to all four corners. Topping the line-up, the new SUV uses the same set-up as its Peugeot e-3008 and Peugeot e-5008 cousins. This combines the standard Grandland Electric's front-mounted 210bhp motor with a 111bhp motor on the rear axle for total outputs of 321bhp and 375lb ft. While this cuts the car's 0-62mph time by 2.9sec to 6.1sec, Vauxhall said the system is more about maximising grip and stability, especially when taking the Ford Explorer rival off road. A new AWD mode has been added, which keeps the two motors on continuously and delivers maximum power. In Normal mode, the front motor is primarily used, with the new rear motor engaged 'depending on the driver's demands'. What's more, the range-topping Grandland gets adaptive dampers as standard, which Vauxhall said is to help the car's comfort levels when driven on different surfaces. Energy is drawn from the same 73kWh battery as in the standard car. Here it offers up to 311 miles in its most economical FWD setting. Vauxhall hasn't confirmed a range for when both motors are engaged. The dual-motor Grandland Electric gets a few design tweaks to make it more slippery and distinguish it from its siblings. For example, front and rear bumper inserts and new 20in aero wheel slightly reduce its drag coefficient. Deliveries will begin in September. Pricing has yet to be announced, but it will be more expensive than the current range-topper, the £39,000 single-motor Ultimate.
NZ Autocar
11-06-2025
- Automotive
- NZ Autocar
BYD Sealion 8 seven-seat PHEV SUV coming here
BYD New Zealand has confirmed that the Sealion 8 plug-in hybrid, a three-row SUV, will arrive locally by early 2026 or even late this year. EVs and Beyond talked with BYD NZ country manager, Warren Willmot, who said: 'We're hoping to get it slightly ahead of Australia for December,' said. 'But definitely Q1 2026' at the latest. The BYD Sealion 8 is the brand's largest SUV for export markets, joining the smaller Sealion 7 EV. Built on BYD's latest DM (Dual Mode) 5.0 hybrid platform, it offers two drivetrain options at launch. The entry-level will be DM-i (front-wheel drive) and a dual-motor AWD DM-p variant will also be available. Read our review of BYD Sealion 7 Premium here. Both models use a 1.5-litre turbocharged four-cylinder petrol engine (110kW/220Nm) paired with a front-mounted 200kW electric motor. The DM-p version adds a 141kW rear motor for all-wheel drive and enhanced acceleration. Expect the Sealion 8 DM-p to reach open road speed in a claimed 4.9sec, while the DM-i should manage it in 8.6 seconds. The DM-i uses a 19.0kWh Blade battery while the DM-p comes with fa 35.6kWh unit. These lithium-iron phosphate (LFP) batteries are part of BYD's cell-to-body integration strategy. The result is improved efficiency and structural strength. Pure electric range estimates are pending but should exceed 80km (WLTP) in the DM-p. 'Yes, we'll be taking both drivetrain options — DM-i and DM-p,' Willmot confirmed. 'BEV is probably 12 months after initial launch.' Inside, the BYD Sealion 8 offers a three-row layout for up to seven passengers. Expect also dual digital displays, and climate control across all rows. In DM-p trim, heated and massaging seats in the first and second rows will be standard. Safety items includes adaptive cruise, lane centring, blind spot detection, and autonomous emergency braking. Expect announcements of the BYD Sealion 8's price and specifications for New Zealand closer to launch. It will sit above the Sealion 7 in BYD's local line-up, offering a new electrified option for larger families and fleet buyers.
