Mazda, Subaru and Toyota are still going ahead with ICE development in aid of achieving carbon neutrality.
Japanese car manufacturers Mazda, Subaru and Toyota are fully committed to continuing to develop internal-combustion engines in order to reach carbon neutrality.
Mazda has produced over two million Rotary engine units. (Credit: Mazda Press UK)
All three car makers have looked into what the electrification era holds and have found that carbon is the ‘enemy’.
Their future engine technology will therefore consist of improving performance with electric drive units to harness the advantages of both powertrains.
Additionally, the brands say that further engine development with the help of carbon neutral fuels such as e-fuels, biofuels and liquid hydrogen will help with mass adoption in a sustainable and carbon-neutral future.
Masahiro Moro, representative director, president and CEO of Mazda Motor Corporation said: “We will continue to offer customers exciting cars by honing internal combustion engines for the electrification era and expanding the multi-pathway possibilities for achieving carbon neutrality.”
He added: “Given the rotary engine’s compatibility with electrification and carbon-neutral fuels, Mazda will continue to develop the technology through co-creation and competition to ensure it can contribute broadly to society.”
All three car makers have a shared dedication to go down the multipath route in achieving lower carbon production throughout the electrified era.
Koji Sato, president and CEO of Toyota Motor Corporation said: “In order to provide our customers with diverse options to achieve carbon neutrality, it is necessary to take on the challenge of evolving engines that are in tune with the energy environment of the future.”
The three types of engines the companies hope will drive down carbon emissions and improve on sustainability are Subaru’s Horizontally-Opposed engine – which has pistons that move horizontally, resulting in a low-profile engine with less vibration and a lower centre of gravity. Toyota has an in-line four engine that achieves both high output and high thermal efficiency and Mazda’s rotary engine is compact, lightweight and powerful and can be used for generators.
The iconic sports coupe and cabriolet receives an electrified powertrain and is available to order now.
Porsche has revealed an updated version of its legendary sports car, the 911, which now features hybrid power for the very first time.
There will be two engines in the range, starting with the standard Carrera that features a 3.0-litre twin-turbo boxer engine, producing 389bhp and 450Nm of torque. It can go from 0-60mph in 3.9 seconds or 3.7 with the Sports Chrono Pack and has a top speed of 182mph.
Announced today, the new Porsche 911 introduces T-Hybrid for significantly enhanced performance. The 911 Carrera GTS is the first street-legal 911 equipped with a super-lightweight performance hybrid.https://t.co/zEUSgazvBQpic.twitter.com/3OTQ6UAWOD
The four-wheel-drive Carrera GTS features a 3.6-litre boxer engine that churns out 533bhp and 610Nm of torque. It can also do 0-60mph in 2.8 seconds and reach a top speed of 193mph.
The hybrid powertrain has two electric motors that are coupled to a high-voltage battery. It corresponds in size and weight to a conventional 12-volt starter battery, but can store 1.9kWh of energy and operates at a voltage of 400V. For the best weight saving, Porsche has fitted a lithium-ion battery for the 12V on-board electrical system.
On the exterior, the new 911 focuses on aerodynamics with newly-designed bumpers. GTS models feature five vertically arranged active cooling flaps and there are adaptive front dampers.
There’s also a redesigned light strip at the back and a rear grille with five fins per side, which connects to the rear window to form a graphic unit that fades into the retractable spoiler.
Inside, now features a starter button and 12.6-inch digital display. (Credit: Porsche Newsroom)
Inside, the 911 now features a 12.6-inch curved display as well as a 10.9-inch central driver’s information screen. Further changes include a driving mode switch, a revised driver assistance lever and this is the first 911 to come with a start button.
The suspension has also been revised with rear-axle steering now coming as standard. This enables a tighter turning circle and increased stability at speeds
The new 911 can be ordered now in coupe or cabriolet format with rear-wheel-drive. All models will come as standard with Porsche’s PDK automatic gearbox and GTS and Targa body styles are also available.
We are a nation that loves convertibles and it’s easy to see why. The wind-in-the-hair experience doesn’t get much better for those who enjoy driving.
The UK has always been a lover of convertibles and with the summer months upon us, now is a great time to get the roof down and enjoy smile-inducing motoring.
Even if you don’t own a soft top, now may be the perfect opportunity to buy one for this year as the weather warms up.
There are plenty of options to choose from on the used car market, whether it be a two-seater or a four, here is a guide to the very best that your money can get you.
Mazda MX-5
The MX-5 is a fun frisky little sports car. (Credit: Mazda Press UK)
Launched in 1989 and four generations later, the Mazda MX-5 is one of the best-selling and loveable convertibles around and it’s easy to see why.
Cheap to maintain, with bulletproof reliability and one of the best power-to-weight ratios of any car around, its rear-wheel-drive layout means it’s a favourite among driving enthusiasts. Plus, they also have a superb gearbox and whatever generation you go for, will be enormous fun to drive.
Just watch out for rust on first, second and third-generation models as UK roads can be harsh to their chassis over the winter months.
Lotus Elise
The Elise is a great track day car. (Credit: Lotus Media UK)
It may not be the most practical or easiest car to live with, but the recently discontinued Lotus Elise is still a firm favourite. Since the early 00s, the baby Lotus has come with a Toyota engine giving extra power and reliability. Still, not only that, it is like driving a go-kart on the road with razor-sharp handling and endless grip but it’s also a very light car making it fuel efficient.
However, the large sills you need to clamber over in order to get in and out of may become tiresome on a day-to-day basis and the lack of sound insulation and limited standard equipment may make the Elise look a little painful for daily use.
Honda S2000
The S2000 was Honda’s fiftieth birthday present to itself. (Credit: Honda Newsroom)
The Honda S2000 is one of those cars that will go down in history as one of the all-time greats. It was a direct rival to the BMW Z4 and Porsche Boxster but came with a 2.0-litre VTEC engine that revved to 9,000 rpm and although you had to drive it hard to get the most out of it, that would just add to the fun factor of driving this car.
Also, as it’s a Honda, it comes with durability and reliability built in as standard, and while ultra-low mileage examples are now fetching higher money, there are still decent examples out there between the £10,000 to £15,000 price range.
BMW Z4
The Z4 replaced the Z3 and rivals the S2000 and Boxster. (Credit: BMW Press Global)
The Z4 was released in 2002 as a direct replacement for the ageing Z3 and since then, the popular two-seater German sports has become a firm favourite among fans of the Bavarian brand.
A rear-wheel-drive and front engine layout gave a great chassis balance and unlike the model it replaced, came with meaty engine outputs with the smallest engine being a 2.0-litre petrol that produced 150bhp. There were also two straight-six engines available with a 2.5-litre with 192bhp and a bigger 3.0-litre with 265bhp.
Porsche Boxster
The Boxster has a perfect weight distribution. (Credit: Porsche Newsroom)
The old cliche of the poor man’s 911 should be overlooked because the Boxster has been one of the best all-round sports cars you can buy for years. They’re relatively affordable to buy and their mid-engine layout gives a perfect power-to-weight ratio, while also being great fun and being great to use in all weathers.
If you can find a Boxster S with the 3.2-litre flat-six engine, it’s also a guaranteed future classic as it offers more power than the standard 2.7-litre car.
BMW 4-Series Cabriolet
The 4-Series Convertible is a great all-rounder. (Credit: BMW Press Global)
The only four-seater on this list, but the way it drives and the fact that prices are more affordable now means that the 4-Series Cabriolet is a great alternative if you enjoy the wind-in-the-hair experience while carrying more passengers.
Even though it’s more of a cruising machine than a sports car, the 4-Series is a great car to use all year round as it has a metal-folding convertible which makes things more comfortable inside than with a soft-top convertible. If you can get hold of an M Sport version, not only does it give a sportier look with bigger wheels and more dynamic suspension, but it also gives you the best of both worlds of impressive driving dynamics with the practicality of a larger boot and back seats.
The Automated Vehicles Bill has outlined a framework that could see autonomous cars on our roads within two years. But how do they work and what else
Few of us know what the future of the car will look like, but it’s certain that the way we get from A to B will involve more technology as in-car systems become more complex over time.
Back in the mid to late 20th century, there were believers that the 21st century would bring flying cars, and except for a couple of inventions, that prediction has fallen flat.
The next biggest talking point in the motoring industry, however, is driverless cars, also known as autonomous vehicles. The car market may be seeing a change in what cars are fuelled by, but what we haven’t seen are cars driving completely unassisted – until now as though, it seems.
This week has seen the announcement from the British government of the Automated Vehicles Act that will enable it to be within the law to use a driverless car on our roads, with vehicle manufacturers, insurers or software creators held responsible in the unfortunate event of an accident.
But what exactly is an autonomous car and how do they work? Here is a list of things that you need to know about them before we start seeing them enter our roads.
What is an autonomous car?
A Renault Zoe being tested with level 5 autonomy. (Credit: PA – Renault Tornado Project)
An autonomous car – or driverless car, as it’s also known – is effectively a vehicle that has no human input and relies on monitors, cameras, satellites and sensors to drive it to wherever the owner or passengers want to go.
Since the early 2000s, driverless tech in cars has been on the up with Mercedes being one of the first car manufacturers to offer a car with radar-guided cruise control which scans the road ahead, monitoring the vehicle in front and automatically applying the brakes if the car in front is slowing down before speeding back up when it is clear to do so.
Then Tesla introduced its AutoPilot function on its cars which allows the vehicle to drive itself on motorways regarding that the driver consistently keeps the hand on the steering wheel.
There are a variety of different driving levels of autonomy
Driverless car (Credit: Philip Toscano/PA)
You might think that a self-driving car is just what it says on the tin, but in fact, there are up to five different levels of autonomy when it comes to vehicles.
Every car up until Tesla entered the UK car market was level zero with no driving automation, and features such as ABS, cruise control and blind spot warning fall into this category due to the fact they help the driver but that person is still 100 per cent in control.
Level one refers to cars with driver assistance systems with adaptive cruise controls and lane keep assists. Level two is partial driving automation whereby the driver can let go of the steering, braking and acceleration as long as they are involved and aware of what’s going on around them and they are constantly monitoring the vehicle.
Level three has not taken to mass adoption yet on the car market but it enables automation functions whenever the driver allows the systems to take over. Level four enables the car to intervene in the instance of a malfunction without necessarily involving the occupants and the last is level five which is the very highest of driverless technology with no human input required whatsoever.
What is the Automated Vehicles Act?
Driverless Nissan Leaf under testing. (Credit: PA – ServCity)
The Automated Vehicles Act enables technology to safely drive vehicles on Britain’s roads. It is aimed at helping the country to become the leader of self-driving technology and is believed to help unlock an industry worth an estimated £42 billion while creating 38,000 jobs by 2035.
Automated vehicles are expected to improve road safety by reducing human error which accounts for 88 per cent of all road collisions. Furthermore, the law requires self-driving vehicles to achieve a level of safety and competence in comparison with human input to make sure the cars are just as capable and will need to meet very strict safety tests before being allowed onto the roads. It should, in theory, help cut deaths, drunk driving, speeding, tiredness and inattention drastically.
How do driverless cars work?
A driverless car uses sensors, cameras and software to keep it in-line with the road. (PA)
Driverless cars rely on actuators, sensors, monitors, machine learning systems and processors. Effectively, it’s like the vehicles have their own human brain to input information onto from road.
There are sensors located throughout different parts of the car. Radars monitor the position of vehicles nearby, video cameras detect traffic lights, read road signs, track other vehicles and look for pedestrians.
There are also lidar sensors which bounce light off the car’s surroundings to measure distances, detect road edges, and identify lane markings. In the wheels are ultrasonic sensors which detect kerbs and other objects when parking, too.
Software then processes all of the sensory inputs and works out a route before sending instructions to the vehicle’s actuators, which control acceleration, braking and steering input.
The limited-edition RS4 will be available in three different colour choices and will come with a 2.9-litre V6 engine.
Audi has revealed a special edition version of its RS4 Avant to celebrate the estate car’s 25th anniversary.
The RS4 Avant Edition 25 Years will come with increased power over the standard car with an extra 19bhp meaning that the 2.9-litre TFSI V6 biturbo will produce 463bhp and have a maximum torque figure of 600Nm. The 0-60mph time is 0.4 seconds quicker than it was before at 3.5 seconds and the car has a top speed of 186mph.
Carbon ceramic brakes come as standard. (Credit: Audi Press UK)
The new model comes with RS Sports Suspension Pro, which is a manually adjustable coilover suspension setup which gives a 10mm lower ride height. In addition, customers will be able to lower the ride height by another 10mm to allow for an overall 20mm lower overall stance.
Carbon ceramic brakes come as standard to help improve stopping power through increase in performance as well.
Three exterior paint colours finishes are on offer including an Audi exclusive colour called Imola Yellow. Other colours available are Nardo grey and Mythos black metallic.
Further design cues on the exterior of the 25 Years edition include gloss black window trims, black inlays in the rear taillights and the deletion of the roof rails.
There is also an RS4 edition 25 years lettering engraved in the windows between the C and D pillars as well as the carbon appearance package which features a front spoiler lip, front air intake inserts, side skirts, rear diffuser insert and matt carbon door mirror caps.
The 25 years edition features carbon bucket seats. (Credit: Audi Press UK)
On the inside, there are carbon-backed bucket seats, a Banger and Olufsen 3D sound system, a 360-degree camera and wireless phone charger. There is also black and yellow Alcantara and yellow stitching, too.
Prices will start at £115,880 for the limited RS4 Avant, but you’ll have to be quick as only 50 examples are allocated to reach our shores.
The updated Qashqai has started to roll off the production line, with Nissan also focusing on its EV36 Zero blueprint business model.
Nissan’s Sunderland based factory is undergoing some big leaps in its manufacturing process.
This week sees production of the recently updated Qashqai get underway. Since the third generation model went on sale in 2021, Nissan has sold over 350,000 units in Europe and continues to set the bar with this refresh for 2024.
The car will be available with either a mild-hybrid petrol engine or Nissan’s e-Power electric powertrain. Prices will start at £30,135 for the entry-level Acenta Premium and rise to £38,875 for the top-of-the-line Tekna+. Customers will be able to place orders starting next month.
Adam Pennick, Nissan’s Vice President for Manufacturing in the UK said: “We’re so proud to call the Sunderland plant the home of the Qashqai. Having the number one team behind the number one crossover is a winning formula, and we can’t wait to see how much our customers enjoy the new design and tech.”
The EV36 Zero project will help drive Nissan to a zero-emission future. (Credit: Nissan News UK)
Nissan will also be continuing in its EV36 Zero blueprint business model, which sees the firm combine EV and battery manufacturing with renewables, working towards the goal of zero emissions driving and manufacturing.
The Japanese brand has already confirmed plans to build electric versions of the Qashqai, Juke and Leaf at its Sunderland plant in a bid to have all of its passenger car line-up electric in Europe by 2030.
Pennick added: “These are exciting times for Nissan in Sunderland. We are proud to be delivering new versions of both Qashqai and Juke to our customers while also preparing our plant to go all electric, as part of our ground-breaking EV36 Zero project.”
Further announcements of Nissan’s new electric models will be announced nearer the time.
The ZR-V is a hybrid-only crossover that promises low running costs with high levels of practicality. Cameron Richards finds out what it’s like.
What is it?
(Honda)
The ZR-V is Honda’s newest entry into the ever-growing SUV segment. It sits in between the HR-V and CR-V in the Honda line-up, and like its smaller and larger siblings, it comes with hybrid power.
The competition it faces is fierce, with the likes of the Kia Sportage and Nissan Qashqai in its sights – two British favourites on our roads. So, the ZR-V has got a lot to live up to, if it’s going to steal the limelight away from those two big names.
What’s new?
(Honda)
Honda knows a thing or two about SUVs. Having launched the original CR-V back in 1997, that model has gone on to become one of the most popular crossovers in the world having sold more than 10 million units.
The ZR-V shares the same platform with the current 11th-generation Civic and sixth-generation CR-V, while it gets a new interior and exterior design to make it a new proposition in the brimming crossover market.
What’s under the bonnet?
(Honda)
It’s simple. There is only one engine on offer and that is a 2.0-litre four-cylinder that produces 186bhp and delivers 314Nm of torque – while achieving 0-60 mph in 7.8 seconds.
The engine is the same as Honda put in the bigger CR-V, but to the ZR-V’s advantage, it’s smaller and lighter than its bigger brother. It also claims 49.2mpg and produces 144g/km of C02.
What’s it like to drive?
(Honda)
Behind the wheel, the ZR-V has a very sporty driving position. You sit lower than you might think and you and the driver and front passenger are separated from the large centre console – giving a more cockpit-like feel.
Out on the road, the ZR-V handles well, with limited body roll and plenty of grip. There are four driving modes to choose from – Normal, Sport, Econ and Snow. When driving in Sport, the throttle response sharpens up and you notice a change, while Econ mode ensures that the electric motor gives the best use when driving at slower speeds to improve fuel consumption.
When driving in Normal mode, the car feels stable at speed if not a little noisy on faster roads with more tyre roar and wind noise entering the cabin. The engine itself is smooth enough, however, the e-CVT gearbox is a little odd due to it having artificial gearchanges and the paddle shifts located behind the steering wheel didn’t seem to do anything let alone change up and down the box. The pickup was also a little sluggish and the performance wasn’t groundbreaking, either.
The ride is perfectly adequate, if not a little unsettled over bigger bumps and visibility is impressive thanks to large side windows and thin A-pillars making it easier to pull out at side turns.
Fuel economy is good too with our car achieving 47mpg over the week, which isn’t bad regarding the size of car and its engine capacity.
How does it look?
(Honda)
With the naked eye, the ZR-V looks like any other crossover, in the fact that it has a tall rakish body and quite an anonymous side profile.
The front end adopts Honda’s latest design language in terms of an oval-shaped front grille and curved headlights. The rear end looks better with a sloping roofline and at least the exhaust pipes do lead through those rather fake-looking exhaust tips.
There is also a lot of piano black used throughout from the wheel arch mouldings to the rear diffuser – which gives a more sporty look to the ZR-V.
What’s it like inside?
(Honda)
Inside, the cabin is well thought out and there is a decent-sized glove box, a variety of cupholders and a large centre armrest with storage.
The plastics used throughout have a high-quality feel with lots of soft-touch materials and the design of the dash is stylish with physical buttons for the climate control and infotainment screen. A uniquely shaped line design features on the door cards and in the boot is a nice touch as well.
The build quality is excellent, as you would expect from a Honda, and there is sufficient leg and headroom for rear passengers, too.
However, even though the rear seats do fold down flat, the boot space capacity is not as big as its rivals from Korea. The ZR-V’s boot capacity stands at 370 litres of space with the seats up and 1,302 litres with them folded down – in contrast, the Kia Sportage has 562 litres of boot room with the seats up and 1,751 litres with them down.
What’s the spec like?
(Honda)
The ZR-V comes in three different flavours. The entry-level Elegance starts from £39,505 and comes with 18-inch alloy wheels, a rear-view camera and heated front seats.
Our test car was the mid-range Sport, which starts from £41,110 and adds a power tailgate, privacy glass, wireless smartphone charger and electric front seats.
The top-of-the-line Advance comes in at £42,910 and boasts a panoramic glass roof, heated leather steering wheel and a Bose Sound System.
All models are very well equipped, however, rivals like the Nissan Qashqai are marginally cheaper with the basic model nearly £12,000 less expensive than the basic ZR-V Elegance.
Verdict
The ZR-V is one of those cars that sprung onto the market without anyone really knowing, however, skip alongside that and this Honda is a very likeable and easy car to own.
It’s economical, has plenty of standard equipment and is good to drive, and with Honda’s superb reputation for producing solid, dependable and reliable cars, the ZR-V will certainly follow that path.
Rivals may be cheaper, but the Honda should hold its value well, too.
The mid-sized ZR-V is a great car for those looking for a practical and efficient vehicle without going down the EV route – while still holding onto that driver engagement and low running costs.
The Scenic name has become a household name for Renault, but has transforming it from an MPV to an SUV been a mistake? Cameron Richards finds out.
What is it?
The Scenic E-Tech now rivals the Tesla Model Y. (Credit: Renault Press UK)
The Scenic name has been around since the mid 90s and since then it has gone on to be a very well-known and popular car in the MPV sector. However, the popularity of the SUV has made people carriers a dying breed and with stricter regulations coming onboard with EVs, Renault has decided to reintroduce the Scenic as an electric SUV.
Scenic models in the past have competed with cars like the Vauxhall Zafira and Volkswagen Touran, whereas this new EV will be competing with the Tesla Model Y and Peugeot e-3008.
What’s new?
It sits on the CMF platform giving it a completely flat floor. (Credit: Renault Press UK)
This new model is nothing compared to the outgoing Scenic. In fact, it sits on the firm’s CMF platform which gives it a completely flat floor and a longer wheelbase than before.
The exterior and interior design is new with the front end adopting Renault’s Nouvel’R logo with diamond surrounds where the front radiator grille would have been, while curved front LED daytime running lights and gloss black side mouldings set off the external design.
A new interior sports fewer buttons than before and the infotainment system now features Google-Built In as standard with up to 70 voice commands.
Renault has focused heavily on sustainability with the Scenic E-Tech. There is no leather found anywhere and up to 24 per cent of the car’s electric materials are recycled and 90 per cent of its mass – such as the battery – can be reused.
What’s under the bonnet?
There is a Comfort and Long range battery pack available. (Credit: Renault Press UK)
The Scenic comes with a choice of two battery packs. The Long range comes as standard on mid and top-spec models, coupled to a 214bhp electric motor and an 87kWh battery pack that gives out 300Nm of torque, does 0-60mph in 7.7 seconds and has a top speed of 105mph while delivering a claimed 379 miles on a single charge.
The entry-level model can be chosen with a smaller setup which makes it a little cheaper.. This model comes with a 60kWh battery pack and produces 172bhp and 280Nm of torque while achieving 0-60mph in 8.4 seconds, a top speed of 93mph and a claimed 260 miles between charges.
What’s it like to drive?
Driving the new Renault Scenic E-Tech in Bath today. Not so much an MPV anymore! pic.twitter.com/w20Lv8iBox
Though Renault has done its best to make the Scenic as light as possible, it still weighs over 1,900kg – so it’s no featherweight. Although it still feels like a heavy car, driving it is a relatively comfortable experience with nicely weighted steering and the wheel you held had a square shape falling nicely into your hands.
The cabin was well insulated from road and wind noise and it has a good turn-in when going around tighter sections. It’s also got a tight turning circle making it easy to manoeuvre at slower speeds.
The Scenic is the first car in the firm’s line-up to use Safety Shield which allows the driver to programme their preferences to what driver assistance setting they want to be activated when driving; it means that at the touch of a button, any driver aids can be switched off, which we thought was a great idea. However, rear visibility was reduced due to the large rear headrests and large C-pillars.
Compared to its other French rival, the Peugeot e-3008, the Renault in on the back foot when it comes to driver involvement.
What’s it like inside?
The interior is bright and spacious. (Credit: Renault Press UK)
Inside feels light and spacious, thanks to our test car’s range-topping Iconic trim which comes as standard with what Renault calls a Solarbay Panoramic Sunroof that can be adjusted to dim the light into the cabin without the use of a sun blind.
The interior has a nice design with the infotainment screen all angled towards the driver while 38 litres of storage is dotted about the place. There are very large centre storage areas and the armrest in the back can be folded down revealing two swivel-out cup holders, USB-C charging ports and foldout stands.
The back is vast with an abundance of legroom and headroom which was pretty impressive despite our test car’s panoramic sunroof. The floor is completely flat, too, meaning a middle passenger could sit in the back comfortably while large back windows make it easy for kids to look out.
The boot stands at 545 litres with the seats up and 1,670 with them folded down, better than an e-3008 but not as big as something like a Tesla Model Y – also the Scenic’s rear seats don’t fold flat which could be a pain if you’re pushing larger items to the back.
What’s the spec like?
There are three trim levels on offer. (Credit: Renault Press UK)
In the UK, there will be three specifications on offer, beginning with the entry-level Techno which starts at £37,495 in Comfort setup and £40,995 in Long Range format. It comes as standard with 19-inch alloy wheels, automatic air conditioning, power tailgate and a 12-inch multimedia display.
Move up to the Esprit Alpine, starting at £43,495 and it boasts a soft fabric dashboard, heated sports seats with blue stitching and 20-inch alloy wheels.
Our test car was the top-of-the-line Iconic which has a price tag of £45,495 and adds an electric driver’s seat with massage function, Harman Kardon sound system and the Solarbay Panoramic Sunroof – both Esprit Alpine and Iconic versions are only available in Long Range format.
Verdict:
The Scenic offers a better drive than the Peugeot e-3008. (Credit: Renault Press UK)
The heady days of the humble MPV seem to be well behind the Scenic as it moves into its SUV era. However, it’s a reflection of the times and you can’t fault Renault for switching the Scenic into a far more popular segment.
It’s good to drive while being practical and versatile, and with prices on par with its key rivals, it’s not bad value, either.
Sure, the driving experience is still not scintillating, but the Scenic was designed to be comfortable and commodious – which this French car has in spades.
Facts at a glance
Model as tested: Renault Scenic E-Tech Iconic Long Range
The BD11 double-decker will use the firm’s blade battery technology.
Electric vehicle maker BYD has revealed a double-decker bus for London, called the BD11.
Measuring 10.9 metres long and with enough space to accommodate up to 90 passengers, the BD11 uses a lithium-ion blade battery which means that it’s free from cobalt and other metals such as nickel and magnates.
The battery pack is incorporated into the chassis structure to reduce the overall weight by 10 per cent while a huge 532kWh battery should mean it’s got more than enough charge for a day’s driving.
It can be charged at a maximum rate of 500kW through pantograph charging – which is a method for charging buses in depots and stations with chargers mounted on masts or gantries.
The BD11 can be charged fully within two hours. (Credit: BYD)
The BD11 is driven by two electric motors which combined produce 402bhp and 600Nm of torque, while there is a six-in-one controller that simplifies the vehicle’s electronics to improve its reliability. They control the steering control unit, air compressor controller, DC-DC converter and power distributor.
Frank Thorpe, managing director, BYD UK Commercial Vehicles said: “Introducing our all-new fully electric BYD BD11 Double Deck bus to the UK marks an important moment for BYD in the country and in the very important public transport for safe and reliable electric mobility, providing operators with modern eco-friendly eBus options that meet their specifications, thus providing more people the choice to use clean, non-polluting bus services in the future.”
It comes with two electric motors that produce a combined 402bhp.(Credit: BYD)
The BYD BD11 will be going into service firstly in London, however, it has not been confirmed when that might be, with further announcements to be made beforehand.
The growing Chinese brand has high expectations with its Seal U, but can it cut it above its rivals from Europe and Japan? Cameron Richards finds out.
What is it?
A number of powertrain options will be available
BYD is a relatively new brand here in the UK and the Seal U kick-starts the firm’s approach of offering a variety of vehicles with different powertrains.
We’ve been given a host of electric models such as the Atto 3, Dolphin and Seal, but now, the Seal U arrives as BYD’s first plug-in hybrid model to enter the line-up in the UK.
The Seal U is an SUV that will be going up against some stiff competition with the likes of the Volkswagen Tiguan and Honda CR-V.
What’s new?
The Seal U doesn’t deliver as much dynamism as rivals
The Seal U is a new model both inside and out with a new interior and exterior design. However, the big news is that this BYD model will come with an engine underneath its bonnet – electrically assisted, of course – and there will be a choice of different battery packs and trim levels, too.
It also features BYD’s Blade battery technology which is cobalt-free and developed in-house to enable the best blend of safety, longevity, performance and space. BYD also says that you’re able to repeatedly charge its Blade batteries to 100 per cent without any degradation.
What’s under the bonnet?
A number of engine and battery combinations will be available
There are two power outputs on offer, with entry-level models equipped with an 18.3 kWh blade battery pack that’s mated to a 1.5-litre turbocharged petrol engine that produces a combined 214bhp and 300Nm of torque for the former while giving a claimed electric range of 49 miles.
Our test car, however, was the Design model which also comes with two electric motors – enabling four-wheel-drive in the process – and giving a torque figure of 550Nm and 319bhp.
A mid-spec model available this summer comes with a larger 26.6 kWh blade battery pack that produces the same power and torque figures as the lower-powered version but gives an electric range of 77 miles.
What’s it like to drive?
In Rome today with the new BYD Seal U plug-in-hybrid. Driving impressions will be revealed next week. pic.twitter.com/NwleHVYsrH
When you drive the Seal U, you know immediately that the car has been set up for comfort rather than driver engagement. The ride is smooth and absorbs lumps and bumps very well, remaining quiet at all speeds.
There is limited wind and road noise and the electric motors and engine work well together to make seamless changes between different drivetrains. The engine is relaxed and doesn’t groan too much, while at motorway speeds the car drives mainly on its electric motor, helping with its efficiency and refinement.
However, while the Seal U is comfortable and refined, it is by no means engaging with numb steering which feels vague both in Normal and Sport mode, and there is a lot of body roll around the corners, making the car feel nervous at higher speeds.
Although front visibility was good, looking out the rear was poor due to the small back window making it hard to see out of when reversing – thankfully the Seal U comes as standard with a reversing camera.
How does it look?
The Seal U is BYD’s latest model
At first glance, the Seal U looks like most other big SUVs, but look closer and you’ll see a horizontal slatted front grille with a rounded, curved exterior.
The car uses what BYD calls ‘Ocean Aesthetics Design’, which incorporates the rest of the firm’s vehicle design language and brings headlights which have a u-shape design and fit neatly into the bonnet, while 19-inch alloy wheels and rear bumper with black and silver details give the BYD its own bespoke look.
Furthermore, the LED rear taillights have been inspired by water drop elements which relate back to the brand’s ‘Ocean Aesthetics’ design.
What’s it like inside?
The central screen can be rotated
Inside is a nice place to be with a blend of soft-touch materials and Vegan leather. The design of the dash is minimalist with few buttons while the large infotainment screen is clear and easy to read even in direct sunlight. You’re even able to rotate the screen 180 degrees giving the driver a choice of portrait or landscape view. However, features such as climate control are still located in the infotainment screen which is fiddly to use on the move.
The seats are comfortable and have a nice design with integrated headrests, while interior storage is good with a decent-sized glove box, large cup holders and a generous centre storage bin.
In the back of the Seal U is a mixed bag, as legroom is decent. However, due to the standard panoramic glass sunroof eating into headspace, taller passengers over six feet will find their heads brushing against the roof.
Boot space is also smaller than rivals from Volkswagen and Honda, with the Seal U having a total of 425 litres with the seats up and 1,440 litres with them folded down. In comparison, a Honda CR-V’S luggage capacity is 617 litres with all its seats in place and with them down extends to 1,710 litres.
What’s the spec like?
There are three trim levels on offer, the entry-level Boost, middle-rung Comfort and top-of-the-line Design.
However, from launch, there will only be two models available with the mid-spec Comfort coming later in the year.
Prices for the UK have not been officially revealed yet, but it’s estimated that the range will start from around £33,000 and rise to £39,000.
The base level Boost comes very well equipped with LED headlights, four driving modes such as Normal, Eco, Sport and Snow, a panoramic sunroof, an electric tailgate, a 12.3-inch TFT screen, a 15.6-inch electrically rotatable touchscreen and an Infinity 10 speaker sound system.
The Design trim features extra driving modes such as Sand and Muddy and has the added benefit of four-wheel-drive.
Verdict
The Seal U is a good effort from BYD in an attempt to bring a car to a very competitive sector of the market.
It has a good-looking exterior, a very comfortable ride and if prices go by our estimates, represents great value for money, too.
It may not be the most engaging car to drive and won’t have the prestige or pedigree from the likes of Volkswagen, Mercedes or Audi but the Seal U is a sensible choice for those looking for a comfortable and well-equipped plug-in hybrid SUV.
Facts at a glance
Model as tested: BYD Seal U Design
Price as tested: £38,995 (EST)
Engine: 1.5-litre petrol hybrid with electric motors
