by admin | Mar 7, 2025 | automotive industry, autos, cars, technology, technology industry
VW removed many of the physical controls from its initial electric vehicles and went through a lengthy, difficult learning process as a result.
-
Volkswagen plans to reintroduce physical keys for control purposes, beginning with the ID.2 model.
-
Every upcoming model will feature control buttons instead of touchscreen panels on the steering wheel.
-
Mercedes is another car manufacturer that recognized in-car screens are far from perfect.
Car manufacturers are gradually beginning to pay attention to what both automotive journalists and vehicle owners have been criticizing for nearly ten years now: Packing every function of the car into a touchscreen is not as effective as having separate physical buttons for important operations.
One of the companies noted for reverting to physical keys is
Volkswagen
, whose newest models have become overly reliant on touch controls, with features either hidden within a touchscreen interface or moved to an irritating haptic feedback panel.
For quite some time, we’ve been aware that Volkswagen was thinking about bringing back certain buttons in their vehicles. However, the company never formally confirmed these plans. Recently though, Andreas Mindt, who leads VW’s design team, confessed that they are indeed looking into reintroducing physical buttons.
Autocar
That using this method was an error, and now the car manufacturer is reversing course on this direction.
“From
the ID.2all
From now on, we will feature physical buttons for the five key functionalities: volume control, temperature adjustment on both sides of the vehicle, fan operation, and hazard lights, all located below the display,” Mindt explained.
Autocar.
He stated, “These will be included in all our cars moving forward. We will never repeat this error again. The steering wheels will feature actual buttons instead of touch controls. No more uncertainty. You get tangible feedback; it’s genuine, and everyone enjoys using them. To clarify, these are vehicles—not smartphones.”
Photo by: Volkswagen
In addition to this, the five functions that will have separate controls are
criteria set by Euro NCAP, which plans to incorporate these into its safety assessments beginning in 2026
If a vehicle lacks manual controls for the horn, windshield wipers, turn signals, hazard lights, and SOS features, it will not attain the highest five-star rating.
Therefore, it’s not only us journalists who view shifting towards touch-only interfaces as unwise. Matthew Avery, the director of strategic development at NCAP, pointed out: “We’re witnessing an increasing number of incidents involving collisions due to distractions.”
Politico
.
You’ll understand why that isn’t surprising if you’ve ridden in a contemporary Volkswagen, similar to this one.
an ID.4
, which requires you to use illuminated haptic sliders beneath the screen for adjusting the cabin temperature or media volume (though the 2024 update did add backlighting across all models except the entry-level one). If you wish to precisely tweak your climate control settings, you have to do so via the touchscreen—a process that feels more complicated than necessary, particularly since Volkswagen’s infotainment system can sometimes be cumbersome.
More On This
-
BMW’s New Panoramic iDrive Adds More Screens, But With A Twist
-
The Revised Tesla Model Y Continues to Feature Its Turning Indicator Lever
-
The Mazda 6e Is a Striking Rear-Wheel Drive Electric Liftback Featuring a 50-Inch Virtual Display
-
Disregard Displays: Hyundai Aims to Put Controls On Your Windshield
-
What Electric Vehicle Offers the Finest Customer Experience?
-
Xiaomi’s Latest Electric Vehicle Will Allow Users to Install Physical Buttons Beneath Its Touchscreen
Volkswagen worsened the driving experience by replacing traditional buttons with touch-sensitive panels on the steering wheel. This design can lead to accidental activations and may not consistently respond when intentional contact occurs.
Mercedes is another manufacturer that went all-in on screens, and its steering wheel-mounted touch controls are even
more annoying
then VW’s. Similar to Volkswagen, Mercedes ought to consider reverting to buttons and knobs following statements from the company’s Chief Design Officer, Gorden Wagener, who acknowledged that “
screens aren’t luxury.
This statement comes from a carmaker that provides an enormous 56-inch display made up of three screens fitted within their vehicles, spanning across the complete width of the dashboard.
Expense has significantly fueled this shift. Car manufacturers understand that incorporating a large display in contemporary vehicles is essential for attracting buyers. Consequently, it becomes more straightforward and cost-effective to consolidate all controls into a single screen instead of procuring and installing numerous physical switchgear components. This approach has resulted in considerable frustrations, such as with Volkswagen and Volvo implementing certain designs.
Their windows switch settings are far more irritating just for a few cents in savings.
.
Tesla initiated this pattern with
the original Model S
And with its enormous display that made everything appear outdated. Despite being an impressive screen that pushed traditional car manufacturers to strive for more, once the initial excitement faded, many began questioning if relying solely on a screen-based interface was truly superior.
This issue became more pronounced with subsequent Tesla models. The introduction of the Model 3 Highland pushed simplicity even further by eliminating the turn signal, windshield wiper, and gear shift stalks entirely. This makes their vehicles uniquely dependent on swiping controls on a touchscreen for shifting between drive and reverse gears. However, at some point, Tesla acknowledged that removing the indicator stalk went too far.
And it might return it, albeit in a more basic version without extra features.
Gradually, these businesses appear to be realizing that physical buttons can be crucial for safety when driving at speeds of 65 mph on the highway. Even if this adds a few extra cents to the cost of each vehicle for brands like Volkswagen and Tesla, it appears to be a beneficial compromise.
by admin | Mar 7, 2025 | automotive industry, autos, cars, technology, technology industry
Volkswagen removed many physical controls from its initial electric vehicles and went through a lengthy, difficult learning process as a result.
-
Volkswagen plans to reintroduce physical keys for control, beginning with the ID.2 model.
-
In all upcoming models, the primary controls will be buttons instead of touch panels located on the steering wheel.
-
Another car manufacturer that recognizes in-car displays are far from perfect is Mercedes.
Car manufacturers are gradually beginning to address the concerns raised by both automotive journalists and vehicle owners over the past ten years: integrating all of a car’s functionalities into a touchscreen is not as effective as providing distinct physical buttons for essential operations.
One of the companies noted for reverting to physical keys is
Volkswagen
, whose newest models have become overly reliant on touch controls, with features either hidden within a touchscreen interface or moved to an irritating haptic feedback panel.
For quite some time, we have been aware that Volkswagen was contemplating reinstating certain physical buttons in their vehicles; however, the company never formally confirmed these plans. Recently, though, Andreas Mindt, who heads up design at VW, has confessed to this idea.
Autocar
That using this method was an error, and now the car manufacturer is reversing course on this direction.
“From
the ID.2all
From now on, we will include physical buttons for the five key features—the volume control, temperature adjustment on both sides of the vehicle, fan operation, and hazard lights—located below the display,” Mindt explained.
Autocar.
He stated, “These will be included in every vehicle we produce moving forward. We will never repeat this error again. Physical buttons will be placed on the steering wheel instead. No more guesswork involved. You get tangible feedback; it’s genuine, and customers adore it. To clarify, it’s meant to be a car, not a smartphone.”
Photo by: Volkswagen
In addition to this, the five functions that will have separate controls are:
criteria set by Euro NCAP, which plans to incorporate these into its safety assessments beginning in 2026
If a vehicle lacks tangible controls for the horn, windshield wipers, turn signals, hazard lights, and SOS features, it will not attain the highest five-star rating.
Therefore, it’s not only journalist who view shifting entirely towards touch-based interfaces as unwise. Matthew Avery, the director of strategic development at NCAP, pointed out: “We’re witnessing an increasing number of accidents caused by distractions from these interfaces.”
Politico
.
You’ll understand why that isn’t surprising if you’ve ever ridden in a contemporary Volkswagen.
an ID.4
, which requires you to use illuminated touch sliders beneath the display for adjusting the cabin temperature or media volume (though the 2024 update added backlighting across all models except the entry-level one). If you wish to precisely modify your climate settings, you have to do so via the touchscreen—an option that proves more cumbersome than necessary, particularly when Volkswagen’s infotainment system isn’t functioning optimally.
More On This
-
BMW’s Latest Panoramic iDrive Introduces Additional Displays with a Unique Spin
-
The Updated Tesla Model Y Still Has A Turn Signal Stalk
-
The Mazda 6e is a stunning rear-wheel-drive electric liftback featuring a 50-inch virtual screen.
-
Disregard Displays: Hyundai Aims to Transfer Controls Onto Your Windshield
-
What Electric Vehicle Offers the Optimal User Experience?
-
Xiaomi’s Latest Electric Vehicle Will Allow Users to Install Physical Buttons Beneath Its Touchscreen
Volkswagen worsened the driving experience by replacing traditional buttons with haptic panels on the steering wheel. These panels might be triggered inadvertently during use, and they often fail to react properly when intentional contact occurs.
Mercedes is another brand that fully embraced displays, with its touchscreen controls mounted on the steering wheel being particularly notable.
more annoying
then VW’s. Similar to Volkswagen, Mercedes ought to consider reverting to buttons and knobs following statements from the company’s Chief Design Officer, Gorden Wagener, who acknowledged that “
screens aren’t luxury.
This statement originates from a carmaker that provides an extensive 56-inch display consisting of three screens within their vehicles, spanning across the complete width of the dashboard.
Expense has significantly fueled this development. Car manufacturers understand that incorporating a large display in contemporary vehicles is essential for attracting buyers. Consequently, it becomes simpler and more economical to consolidate all functions into a single touchscreen instead of procuring and installing numerous physical buttons. This approach has resulted in considerable user frustration, exemplified by decisions made by brands such as Volkswagen and Volvo.
Their windows switch settings are far more irritating for mere cents in savings.
.
Tesla initiated this trend with
the original Model S
And with its enormous display that made everything appear somewhat outdated. Despite being an impressive screen that pushed traditional car manufacturers to struggle to keep up, once the initial excitement faded, many began questioning if relying solely on a screen-based interface was truly superior.
This issue became more pronounced with subsequent Tesla models. The introduction of the Model 3 Highland pushed minimalist design even further by eliminating the turn signal, windshield wiper, and gear shift stalks altogether. Currently, their vehicles stand as the sole offerings on the automotive market that necessitate swiping on a touchscreen to switch between drive and reverse gears. However, at some point, Tesla acknowledged that removing the indicator stalk went too far.
And it will probably return it, though in a more basic version without any extra features.
Gradually, these businesses appear to be realizing that physical buttons can be crucial for safety when driving at speeds of 65 mph on the highway. Even if this adds a few extra cents to the cost of each vehicle for brands like Volkswagen and Tesla, it appears to be a beneficial compromise.
by admin | Mar 5, 2025 | automotive industry, autos, battery electric vehicles, business, electric cars
The European Commission has unveiled an action plan aimed at aiding the European automotive sector’s access to crucial strategic technologies such as batteries, software, and self-driving capabilities, alongside reducing regulatory obstacles.
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On Wednesday, Apostolos Tzitzikostas, who serves as the Commissioner for Sustainable Transport and Tourism, unveiled the plan.
The list includes five key programs aimed at bolstering the struggling automobile sector, an industry that constitutes 7% of the EU’s gross domestic product and supports approximately 14 million jobs throughout the union.
Nevertheless, the industry has faced challenges stemming from supply chain disruptions, elevated energy expenses, and an excessive dependency on crucial imports.
To tackle this issue, the Commission has declared a fund of €1.8 billion aimed at establishing a safe and competitive supply chain for battery raw materials.
Ensuring a secure source of batteries and their raw materials is among the primary challenges the automotive sector faces during the shift towards emission-free vehicles.
“We aim to boost local manufacturing to reduce strategic vulnerabilities, particularly when it comes to producing batteries,” stated Commission President Ursula von der Leyen on Wednesday.
Moreover, the European Commission highlighted the importance of European automotive manufacturers becoming frontrunners in producing AI-driven, interconnected, and autonomous vehicles. In order to facilitate this, they committed to providing €1 billion in funding from 2025 through 2027.
An additional €570 million will be allocated for financing the establishment of charging stations.
The action plan outlines additional measures to enhance the skills of workers within the sector and pledges further assistance to small and medium-sized enterprises (SMEs).
More adaptable yet fundamentally unaltered clean mobility objectives
The Commission remains committed to its clean mobility goals, firmly establishing the limits for emissions from new cars and vans in 2025, 2030, and 2035.
At present, the aim is to gradually reduce the emissions of newly manufactured vehicles until 2035, after which only zero-emission models will be allowed to be produced.
“We will adhere to our committed emission goals while adopting a practical and adaptable strategy,” Von der Leyen stated.
Following numerous appeals from the automotive sector, and with electric vehicle sales decelerating in Europe, the Commission pledged to introduce an updated revision.
If implemented, this change would allow vehicle makers three years rather than just one to achieve their compliance goals (emission limits) by calculating the average across 2025-2027. This means that if they fall short in any single year within this period, they could compensate during another year within the same timeframe.
Even though they are currently adhering to the targets, the Commission intends to examine the regulations concerning CO2 emission standards during the latter part of 2025, earlier than initially anticipated.
In the meantime, the Commission committed to supporting increased demand for European zero-emission vehicles and released a fresh proposal aimed at decarbonizing business fleet vehicles. Such fleets account for 60% of new vehicle registrations.
Enhancing the presence of European automakers on the international market
The United States is threatening Europe with a 25% trade tariff, posing a significant risk to the region’s automobile sector. Additionally, European car manufacturers are facing pressure from Chinese competitors globally, leading to reduced profit margins.
To assist European automakers in turning the tide, the Commission committed to “maintain fair competition” through various tools. This includes implementing anti-subsidy actions along with forging free trade deals.
The Commissioner designated India as one of the “like-minded” nations where the EU might forge advantageous trade deals.
Diverse responses from the sector regarding the Action Plan have been observed.
The European Automobile Manufacturers’ Association (ACEA) stated that although they supported the action plan, “important components were not included.”
The ACEA stated that ambitious steps are required to enhance infrastructure, provide demand incentives, and lower production costs for automobiles, vans, trucks, and buses.
Sigrid de Vries, who serves as the Director General of ACEA, further commented: “This suggested adaptability to achieve CO2 objectives over the next few years marks a positive initial move toward a more practical strategy for reducing carbon emissions, influenced by current market conditions and geopolitical factors. This offers potential relief for manufacturers of cars and vans, assuming that essential support like increased consumer demand and robust charging facilities will indeed be implemented.”
E-Mobility Europe stated: “We are disappointed that the European Union’s 2025 CO2 targets have been reduced, which could potentially hinder near-term electric vehicle sales, decrease investment certainty, and disadvantage top companies.”
Lucie Mattera, the Secretary General of ChargeUp Europe, voiced her concerns as well, stating: “The European Commission has reaffirmed the target for 2035 with zero emissions. Despite this, the flexibility measures brought forward today are misguided and cause unnecessary ambiguity during the transitional phase. However, more than 11 million electric vehicles have already hit European streets, indicating that the shift towards sustainable transportation is firmly progressing.”
In response to the frequent critique that an insufficient number of charging stations hinders demand, she stated: “The electric vehicle charging infrastructure industry expands daily, providing faster charging speeds and enhanced, smooth EV charging experiences.”
The main problem with the updated charging infrastructure is
obtaining entry to the grid
, which provides electricity.
It might require several months, possibly even years in certain instances.
To tackle this issue, the commissioner stated that Brussels will release recommendations for member states aimed at reducing wait times.
The Commission is also considering whether it should make it obligatory for member states to prioritize these requirements, ensuring that permit approvals can be expedited.
by admin | Mar 3, 2025 | automotive industry, autos, bugatti, cars, luxury cars
Bugatti has started distributing its last creation equipped with the iconic W16 engine—the Bugatti Mistral. This stunning convertible isn’t just the conclusion of the W16 epoch and the Chiron series; it’s also an embodiment of Bugatti’s unyielding commitment to automotive superiority.
Limited to just 99 prestigious units, with each one valued at approximately $5 million, the Mistral is poised to be one of the most sought-after cars in automotive lore.
Produced in Molsheim, France, the mid-engine, two-seat sports car made its initial appearance on August 19, 2022. Unlike a simple convertible iteration of the Bugatti Chiron, the Mistral stands out as a significant milestone in Bugatti’s history. Featuring the renowned W16 engine—an architectural masterpiece introduced originally alongside the Bugatti Veyron back in 2005—the Mistral sets new standards in performance.
In November 2024, the Mistral secured its position in automotive records as the fastest roadster globally, hitting an impressive peak velocity of 453.91 km/h (282 mph).
Externally, the Mistral embodies powerful refinement coupled with sculptural aesthetics. An edition comes dressed in a bold “Black Carbon” paintwork highlighted by touches of Bugatti Light Blue Sports, offering a commanding yet sophisticated look. Alternatively, another model gleams under a flawless “White Glacier” coat paired elegantly with streaks of Blue Carbon, Atlantic Blue, and Italian Red hues. Each contour and edge reflects meticulous focus on aerodynamics, underscored by a fully carbon fiber hood embellished with polished aluminum trimmings which emphasize the vehicular aggressiveness. These designs honor Bugatti’s lineage, mirroring the grace seen in vintage models like the 1934 Type 57 Roadster Grand Raid Usine and the Type 57S Roadster, all while integrating contemporary technological innovations.
Inside, opulence meets cutting-edge tech delivering unrivaled driver engagement. Lavishly trimmed interiors boast Bugatti Light Blue Sport leather seats set against black carbon panels illuminated by Beluga Black stitchery. From exclusive gauges to state-of-the-art entertainment systems, each aspect exhibits fine craftsmanship aimed at enhancing comfort along with functionality. Notably, the incorporation of Rembrandt Bugatti’s celebrated “Dancing Elephant” emblem within the shift knob—a beautifully engineered piece saluting the historic Bugatti Type 41 Royale—blends artistic flair seamlessly with mechanical prowess through added carbon fiber elements and painstakingly finished components making every ride equally stirring and emotive.
Beyond its unmatched swiftness and formidable strength, the Bugatti Mistral symbolizes the perfect amalgamation of tradition and progress. Its form captures the essence of Mediteranean breezes reflecting sentiments of nostalgia intertwined with excitement about forthcoming adventures. Through each artisanal touchpoint and precisely manufactured part, the Mistral solidifies Bugatti’s pledge towards crafting automobiles that respect historical legacies whilst illuminating paths toward tomorrow.
As these supreme convertibles roll off assembly lines in Alsace and find homes among elite American collectors, they signify more than just the conclusion of one phase; rather, they pave ways leading up to subsequent chapters marked notably by the anticipated release of the Tourbillon.
by admin | Mar 2, 2025 | automotive industry, autos, cars, electric cars, electric power
Unlike typical electric vehicle conversions that use repurposed Tesla drivetrains, this particular conversion relies solely on after-market components.
-
In the early 1990s, a Ford Mustang Foxbody had its engine swapped out for an electric motor but kept its original five-speed manual transmission.
-
It has become more than double the power it initially had, and unlike many electric vehicle conversions, this one is also slightly lighter.
-
For this electric vehicle conversion, only brand-new after-market components were utilized, hence there isn’t a refurbished Tesla engine beneath its hood.
Modifying vintage automobiles to operate on electric power is a sensitive subject among traditionalists who prefer these vehicles to maintain their authentic internal combustion engines. However, although you might not endorse every conversion of classic cars into electrics, certain transformations prove to be more sensible than others, as seen in this early example.
1990s Fox-body Ford Mustang
might be one of them.
The designation pertains to the third-generation Mustang constructed using what’s known as the “Fox platform.” This architecture supported over a dozen rear-wheel-drive vehicles from Ford, Lincoln, and Mercury. The Mustang associated with this generation first appeared in 1978 and stayed in production up until 1993. It significantly surpassed the popularity of its predecessor—the smaller and less powerful second-generation model.
However, like many performance cars of that time, it would not meet contemporary speed standards. Without the 5.0-liter V8 or the 2.3-liter four-cylinder turbo installed in your Fox Mustang, achieving 0 to 60 mph probably took more than 10 seconds. Even so,
the V8
required approximately 7.5 seconds to accelerate the car to 60 mph, but this decreased to about six seconds after the introduction of electronic fuel injection increased the engine’s output to 225 horsepower.
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Perhaps that’s why the fact that the low-mileage, single-owner Mustang was converted to electric power by FuelTech in Georgia doesn’t seem like such a major issue.
The main aspects of this specific transformation are highlighted in a video posted by
The Racing Channel
The car comes with the original manual transmission, something you wouldn’t need in an electric vehicle. However, it enhances the driving experience without adding extra weight compared to the standard model.
Even though in an
EV conversion
When you remove the bulky engine, you typically end up making the vehicle heavier by adding batteries. However, this particular conversion is about 50 pounds lighter than the standard model, which is quite remarkable. With 500 horsepower and more than 700 pound-feet of torque, it ought to accelerate as swiftly as a spacecraft.
The current transmission might not survive under such high torque since it wasn’t built for that kind of power, yet the constructors intend to maintain a manual setup. Thus, they’ll most likely replace it with a new gearbox once it inevitably gives out.
The weight distribution across the two axles was maintained evenly by dividing the battery pack (with an undisclosed capacity). Approximately half of it is positioned beneath the hood, near the drivetrain, inverter, and various electronic components, with the remaining portion located at the rear.
During their drives, the most peculiar aspect of operating this vehicle involves changing gears. The process mirrors what one would experience with a conventional internal combustion engine car, complete with audible changes in the motor’s revolutions per minute and subtle vibrations from the clutch engagement. Personally, were I behind the wheel, I might rely heavily on the clutch simply due to the tactile feedback available. This feature likely surpasses systems found in certain vehicles that simulate gear shifts and engine sounds artificially.
While EVs don’t need
a manual transmission
since they have a lot of torque from virtually zero RPM, having one with cogs that you can swap is more engaging for a keen driver. When you don’t want to go through the gears, you can simply leave it in second or third, as it has more than enough torque to get the car off the line without you having to start in first.
The most impressive aspect is that you don’t need to use the clutch to separate the motor from the transmission because the electric motor’s revolutions per minute drop to zero upon stopping. We believe there’s significant potential for such modifications, particularly as this approach allows you to retain the original transmission, driveshaft, differential, axles, and all standard suspension parts, making it the simplest method of conversion available.
Would you transform an antique piece to operate on electric power like this one? Share your thoughts in the comments.
More EV-Swapped Classics
-
The Initial Mazda Miata Functions Well as an Electric Vehicle
-
EV-Converted 1928 Ford Model A Pickup: The Prohibition Era Electric Vehicle
-
This Tesla Plaid-Driven Cobra Is Ridiculously Fast
-
Audi’s Electric Revamp of the A2 Proves to Be More Sensible Than Expected
-
Transforming This Mercury Comet Wagon Into an Electric Vehicle Should Cost Less Than $4,000
-
A Vintage Jeep Electric Conversion Makes for an Ideal Father-Son Project. It’s Also Very Affordable.
by admin | Mar 2, 2025 | automotive industry, autos, cars, driving, fuel consumption
Lifehack My ID
Toyota Kijang Innova berbahan bakar diesel tahun 2008 hingga 2011 dapat menjadi pilihan bagi mereka yang menginginkan mobil bekas dengan fungsi baik.
Terutama menjelang masa mudik Lebaran 2025, kendaraan cocok buat perjalanan jauh bersama keluarga.
Di area dapur penggerak, dilengkapi dengan mesin ber kode 2KD-FTV 2.500 cc yang dipasangkan dengan transmisimanual lima kecepatan serta otomatis empat percepatan.
Hasil keluarannya adalah daya sebanyak 102 dk dengan putaran mencapai 3.600 rpm serta torsi 200 Nm dalam rentang kecepatan 1.400 hingga 3.200 rpm.
Sebagai alternatif, terdapat transmisi manual dengan 5 percepatan serta transmisi otomatis berkekuatan 4 percepatan yang disesuaikan dengan keinginan pelanggan.
Di sektor jajaran roda, menggunakan sistem suspensi depan tipe double wishbone serta suspensi belakang berbentuk 4-link solid axle lengkap dengan lateral rod untuk kenyamanan pengendara.
Terlahir sebagai jenis mobil MPV, Toyota Kijang Innova dilengkapi dengan kabin luas dan dapat menampung hingga tujuh orang penumpang, menjadikannya pilihan ideal untuk keluarga beranak-pinak.
Fitur pada varian tengah hingga atas cukup lengkap demi kenyamanan para penumpang, termasuk tiga buah pendingin udara AC, head unit berjenis double DIN, cermin spion listrik, serta sensor mendeteksi tempat parkir.
Bagi model peluncuran tahun 2008 hingga 2011, ini adalah varian pembaruan pertama dari Kijang Innova generasi awal yang dipasarkan di Indonesia.
Model ini dapat diidentifikasi berdasarkan desain grill dengan empat baris horisontal dan dilengkapi finishing chrom yang menambahkan kesan elegan.
Di samping itu, terdapat perubahan dalam tampilan lampu depan dan belakang, bersama dengan lekukan bumper yang lebih modern, menjadikannya tampak lebih trendy daripada versi sebelumnya.
Apabila tertarik, Sobat Lifehack My IDbisa dapat menyiapkan anggaran mulai dari Rp 130 juta ke atas untuk memperoleh jenis E M/T tahun 2008 dengan harga tersebut.
Berikut ini adalah rincian harga mobil bekas Toyota Kijang Innova diesel untuk tahun 2008 hingga 2011 yang kami ambil dari sumber kanalolangsung tersebut.
daftar harga mobil bekas Lifehack My ID
:
|
Tipe
|
Tahun
|
Spesifikasi
|
Harga
|
|
E M/T Facelift
|
2008
|
2.500 cc, 102 dk
|
Rp 130 juta
|
|
G A/T Facelilft
|
2008
|
2.500 cc, 102 dk
|
Rp 150 juta
|
|
G M/T Facelift
|
2008
|
2.500 cc, 102 dk
|
Rp 150 juta
|
|
V A/T
|
2008
|
2.500 cc, 102 dk
|
Rp 160 juta
|
|
V A/T Facelift
|
2008
|
2.500 cc, 102 dk
|
Rp 170 juta
|
|
V M/T
|
2008
|
2.500 cc, 102 dk
|
Rp 150 juta
|
|
V M/T Facelift
|
2008
|
2.500 cc, 102 dk
|
Rp 160 juta
|
|
E M/T Facelift
|
2009
|
2.500 cc, 102 dk
|
Rp 140 juta
|
|
G A/T Facelilft
|
2009
|
2.500 cc, 102 dk
|
Rp 160 juta
|
|
G M/T Facelift
|
2009
|
2.500 cc, 102 dk
|
Rp 160 juta
|
|
V A/T Facelift
|
2009
|
2.500 cc, 102 dk
|
Rp 180 juta
|
|
V M/T Facelift
|
2009
|
2.500 cc, 102 dk
|
Rp 170 juta
|
|
E M/T Facelift
|
2010
|
2.500 cc, 102 dk
|
Rp 130 juta
|
|
G A/T Facelilft
|
2010
|
2.500 cc, 102 dk
|
Rp 155 juta
|
|
G M/T Facelift
|
2010
|
2.500 cc, 102 dk
|
Rp 150 juta
|
|
V A/T Facelift
|
2010
|
2.500 cc, 102 dk
|
Rp 170 juta
|
|
V M/T Facelift
|
2010
|
2.500 cc, 102 dk
|
Rp 160 juta
|
|
E M/T Facelift
|
2011
|
2.500 cc, 102 dk
|
Rp 160 juta
|
|
G A/T Facelilft
|
2011
|
2.500 cc, 102 dk
|
Rp 180 juta
|
|
G M/T Facelift
|
2011
|
2.500 cc, 102 dk
|
Rp 180 juta
|
|
V A/T Facelift
|
2011
|
2.500 cc, 102 dk
|
Rp 200 juta
|
|
V A/T Grand New
|
2011
|
2.500 cc, 102 dk
|
Rp 210 juta
|
|
V M/T Facelift
|
2011
|
2.500 cc, 102 dk
|
Rp 190 juta
|
*Disclaimer
• Harga tersebut dihimpun dari para penjual mobil bekas di wilayah Jakarta dan sekitarnya.
• Biaya bergantung pada keadaan mobil tersebut.
• Daftar harga disusun berdasarkan data yang diterima hingga 1 Maret 2025.
