The Dacia Spring now faces stiff competition from the Stellantis-led Chinese electric mobility firm, Leapmotor.
Stellantis has revealed that its joint venture with electric mobility firm, Leapmotor, will be bringing one of the most affordable EVs to the market with its T03 city car.
Leapmotor is a Chinese startup firm that specialises in producing affordable electric cars for the masses.
Priced at £15,995, the T03 is a compact urban city car that comes with a five-door body style and four seats.
The exterior design is tall and boxy. (Stellantis – Leapmotor)
The T03 is the company’s answer to the Dacia Spring and will be offered with a 37.3kWh battery pack that Leapmotor claims will take the car 245 miles on a single charge on an urban cycle — almost 110 miles more than its French/Romanian rival. In terms of performance, the electric motor produces 96bhp and 158Nm of torque. However, given that the claimed range figure is during inner-city driving, it’s expected that its total range will be far lower during mixed driving periods.
Externally, the car features a tall and narrow body, plus there are rear LED taillights and plastic wheel arch trims that extend to the lower body along the door, too.
The interior features a 10.1-inch central screen and cloth upholstery. (Stellantis- Leapmotor)
Inside, there is an eight-inch instrument display and a 10.1-inch central touchscreen, plus the front seats feature cloth upholstery and the gear selector is located on the steering column to free up space in the cabin.
There is only one specification to choose from with customers only being able to opt for a choice of three different body colours.
Standard equipment includes 15-inch alloy wheels, a panoramic sunroof, a reversing camera, parking sensors and automatic air-conditioning.
Customers can order a T03 from late November and expected deliveries are due before the end of the year.
New toughened model follows on from the Superb Armoured.
Skoda has given its Kodiaq SUV a security upgrade in a new armoured variant.
Following on from the Superb Armoured – of which around 500 have been sold worldwide since 2018 – the new Kodiaq Armoured has been created in collaboration with British-based security experts UTAC Special Vehicles to enable it to cope in the very worst situations.
(Skoda)
The Kodiaq is certified to both PAS 300 and PAS 301 Civilian Armoured Vehicle standards, with the latter certification only given to vehicles that can pass a series of challenging requirements taking into account factors such as payload, acceleration and braking.
Subjected to ‘in excess’ of 200 rounds of ammunition as well as blast tests to the side, roof and underfloor, the Kodiaq passed this heavy-going set to tests to showcase its high level of protection for its occupants while all of the car’s glass is bullet-resistant. In fact, it has been tested to deliver bullet resistance against various handguns and assault rifles, as well as grenades and high explosives.
To cope with the extra weight brought through the increased protection, the Kodiaq Armoured benefits from uprated suspension and braking systems. Plus, all four wheels are kitted out with a tyre retention feature which helps keep the rubber on the rim, even when deflated. It’ll allow the car to be driven even if all four wheels have been punctured.
There’s an emergency lighting system and a full siren as well as an eight-inch communications display with GPS, Apple CarPlay and Android Auto.
Though the armoured Kodiaq misses out on the seven-seater capacity that the standard car is available in, it still offers up to 2,000 litres of boot space and can be specified with a variety of engine setups as well as four-wheel-drive.
The 1 Series has always proven to be a popular choice, so what can a new version bring to add to the equation? Jack Evans finds out.
What is it?
A relatively firm ride is a negative of sharper handling
It’s hard to emphasise just how important the 1 Series has been for BMW. Not only has it provided a gateway into the brand but it has also morphed into a platform for this company’s designs and acted as a way of bringing some of its very latest technology into the mainstream. Now, there’s a new one and while things may have been stripped-back, it still aims to be just as successful as the car it replaces.
While you could argue that this is more of a facelift than a brand-new model, BMW is insistent that it is very much a new-generation 1 Series – and we’ve been driving it to see what has changed.
What’s new?
The new design is bound to get people talking
Now into its fourth generation, this new 1 Series aims to deliver a sharper, more focused driving experience while bringing better efficiency than before. It’s also equipped with BMW’s latest in-car technology – including a brand-new operating software – that we’ve seen applied to other cars within the range.
But at the heart of the 1 Series, you still need this rather ‘everyday’ hatchback to deliver the premium experience that you’d expect from a BMW but with the standard practicality associated with a traditional hatchback. With all manner of crossovers and compact SUVs challenging the 1 Series, its work is more cut out than ever – that’s for sure.
What’s under the bonnet?
Just two engine options are available on the new 1 Series
BMW has taken the scissors to the list of engines available with the 1 Series and reduced it to just two. You can get the car we’re testing today – the 120 – and the range-topping M135, which will be the best choice for those looking to travel a little quicker. You might notice that both cars have lost the ‘i’ lettering after their respective names and that’s due to BMW’s use of the term on its electric vehicles – it’ll be reserved for EVs alone, from now on.
However, the 120 uses a 1.5-litre turbocharged petrol engine and from that you’ll get 168bhp and 280Nm of torque, which is enough to get this car from 0-60mph in 7.6 seconds and onwards to 140mph. With mild-hybrid technology coming as standard to assist the petrol engine, BMW claims that you could get up to 53.2mpg combined with CO2 emissions standing at between 121 and 135g/km CO2 depending on wheel size.
What’s it like to drive?
The front-end design of the 1 Series has changed significantly
The 1 Series has always focused on driver engagement – beyond that offered by rival hatchbacks – and in many ways that is still present here. The handling is sweet enough and even on this ‘regular’ 1 Series the 1.5-litre engine provides a decent amount of performance as and when you need it, with the seven-speed automatic gearbox shifting pleasantly through the gears. The body and chassis are stiffer than before and it shows, with the 1 Series exhibiting very little lean through the bends.
But the ride on our M Sport-specification car is simply too firm for everyday driving and, when coupled with reasonably large alloy wheels, makes this into a car which doesn’t feel all that happy when driven around town. As a result, we’d be leaning away from specifications with larger wheels and firmer suspension to help preserve a more day-to-day ride quality.
How does it look?
The ‘i’ lettering has been lost
BMW has certainly finessed the look of the 1 Series from the outside and it’s bound to get people talking. Certainly, the previous-generation switched things up completely compared with the car that replaced it, while its move from rear- to front-wheel-drive was just as controversial. So it seems that this new car brings in a distinctive new look to help establish itself in the market just as keenly.
It’s a slightly larger car than before – measuring 42mm longer and 1.8mm wider than before – but with its lower-looking front end, the 1 Series is a little more dynamic to look at than before. Plus, you can get all manner of M Performance parts – some subtle, some not-so – if you’d like to personalise your car further.
What’s it like inside?
The interior gets BMW’s latest technology
Straight off the bat, the material quality in the 1 Series feels top-notch. Those sitting up front get plenty of pleasant-feeling finishes to interact with and while the 1 Series is now made with entirely Vegan-friendly materials – which sadly often means ‘plastic’ – it’s all quite warm and well-made inside the cabin. The steering wheel controls are easy to use and the main display has some handy shortcuts to operate closer to the driver.
But in terms of boot space, the 1 Series has taken a serious kicking for this latest version. In fact, the fitment of the 48-volt mild-hybrid system has seen luggage capacity tumble to 300 litres from 380, a serious knock-back in terms of overall practicality. That puts it well behind rivals such as the Audi A3 and Mercedes A-Class and puts a significant dent in how usable this car will be day-to-day. Oddly enough if you switch to the faster M135 – which does without mild-hybrid assistance – you get the full 380 litres of boot space that you would’ve got in the older car. So to get the most practical model you need to get the most expensive and least efficient one – which seems like an odd move.
What’s the spec like?
The boot has suffered a drop in space due to the mild-hybrid system
The new 1 Series will kick off from £31,065, which is about on the right side of things for this area of the market. One of the big new inclusions is the widescreen infotainment display which is powered by BMW’s latest Operating System 9 software. Relayed through the 10.25-inch main display and the 10.7-inch control readout ahead of the driver, it’s packed with functions and features, enabling all sorts of controls. For example, you can even download games to play while you’re stationary, or channel into a variety of streaming services.
Heated seats come as standard across the board, too, while a range of safety functions such as front collision warning, lane departure warning and traffic sign recognition all come from the off to help bolster the value-for-money aspect of the 1 Series.
Verdict
The 1 Series feels like it has taken a few steps forward in many areas and a step back in others. For one, it still feels dynamic and the cabin does feel well made and pleasantly specified for the money. The 1.5-litre engine is also punchy enough without forsaking overall efficiency.
But it’s such a shame that the added eco-friendliness of this powertrain has come at the expense of overall practicality, which is one of the key reasons why most buyers look to get a hatchback in the first place. Make no mistake this is still a very solid entry point to the BMW range, but one which doesn’t feel quite as usable as before.
Facts at a glance
Model as tested: BMW 1 Series
Price: £31,065
Engine: 1.5-litre turbocharged petrol with mild-hybrid technology
The latest Peugeot electric SUV now comes with a variety of powertrains to suit all buyers. Cameron Richards tries the electric version.
What is it?
Peugeot’s latest badges are present and correct on the E-5008
Like with a lot of cars these days, the latest generation of Peugeot 5008 has morphed itself from the bland and boxy MPV sector into the booming and brimming world of SUVs.It’s not uncommon for manufacturers to move a well-known nameplate into a different sector of vehicle, and now with buyers turning away from family saloons, estates and people carriers, it only seems right to target the market which sells incredibly well. Enter the new 5008 – a car which is no longer an MPV, but is now one of Peugeot’s latest SUVs.
What’s new?
The E-5008 is one of the latest electric cars in Peugeot’s range
Not only does this new car have a new body and interior, but you can now buy the 5008 with an electric powertrain. Badged the ‘E-5008’ there is a choice of two electric battery packs and you can even get the standard car with a plug-in hybrid variant, too.What’s more, there is more on-board technology than before and the interior has improved storage facilities and space as well. Importantly for space-conscious buyers, the new E-5008 is a full seven-seater – though a five-seater version will be coming next year if you don’t need that extra passenger-carrying ability.
What’s under the bonnet?
The prominent front-end design is hard to miss
There is plenty of choice for buyers with hybrid, plug-in and electric versions on offer.
We’re driving the E-5008 which comes with a 73kWh battery pack and electric motor that offers 212bhp and 250Nm of torque. It takes the car from 0-60mph in 9.5 seconds and onwards to a top speed of 106mph. Peugeot claims this version can do a total distance of 310 miles on a single charge and all versions of the E-5008 come with 160kW DC rapid charging taking the car from 20 to 80 per cent in half an hour.
Later down the line, you’ll be able to get the E-5008 with an all-wheel-drive Dual Motor setup also with a claimed 310 miles of range, and there will be a larger 98kWh Long range version that will bring up to 415 miles between trips to the plug, making it the best in class for its EV range.
What’s it like to drive?
Been out driving the electric and hybrid versions of Peugeot’s new E-5008 and 5008. Driving impressions will be revealed on 25th September. pic.twitter.com/9Ep9vK5jF5
Lots of SUVs try to mask their identity by giving the buyer a sportier driving experience, but that isn’t the case with this big Peugeot. Instead, comfort is the main focus here. The drive itself is rather bland with not a lot of feel through the steering wheel and unlike a lot of EVs with their instant torque and acceleration, it doesn’t feel relatively brisk – even in sport mode.
Where the E-5008 scores well is with its refinement. On the open road and motorway, it’s quiet, smooth and comfortable – plus there is little wind and road noise, too. Thanks to its large glass areas, visibility is also excellent which makes this rather large car easier to manoeuvre in town.
Our test car is the GT, which comes on bigger alloy wheels, however, the ride did not feel crashy or hard and the suspension does soak up lumps and bumps rather well.
How does it look?
The front-end design has plenty of presence
The new E-5008 looks like the firm’s smaller E-3008 that’s been on a rather hefty diet. In keeping with its MPV routes, the car still remains rather tall and has a slab-sided profile.
At the front, you’ll find Peugeot’s latest design language, which features more prominent lion-claw LED daytime running lights and a chequered front grille. Meanwhile, at the back, the lion-claw theme continues onto the rear taillights and our test car’s larger alloy wheels make the whole car stand out even further. There is also a gloss black lower rear bumper and the wheel arch covers and lower body mouldings are also finished off in gloss black, too.
What’s it like inside?
The interior features a variety of screens
It’s all typical Peugeot with the wraparound dashboard design and the centre screen that is all angled towards the driver to give that sportier edge. However, compared to the old car, which used physical toggle switches for its shortcut menus, this new car uses a small touchscreen which isn’t as intuitive compared to a traditional setup, as you find you take your eyes off the wheel when operating them.
However, the design itself is very stylish with a nice array of soft-touch materials used throughout and there is a nice fabric effect that runs on the dashboard through onto the door cards. Storage is also decent, with a large centre box and decent-sized door bins, making the interior very practical.
Where this Peugeot really shines is with its boot space capacity. With five seats in place, there is a total of 916 litres, making it larger than both the Volvo EX90 and Kia EV9. With all seven seats placed, you get a total of 348 litres – which is still impressive. However, when all the seats are folded down, the space extends to a whopping 2,232 litres making this Peugeot one of the best in class when it comes to room in the back.
What’s the spec like?
There’s some handy storage for the cables
Peugeot likes to keep it simple with the E-5008 and only offers a selection of two different variants being Allure and GT.
No matter which trim you go for, there is a generous amount of standard equipment with the entry-level model featuring LED headlights, reversing camera, power folding door mirrors and tri-zone climate control.
We’re driving the GT which starts at £52,350 in electric form – which is rather pricey. However, it does boast 3D LED rear taillights, alcantara upholstery, heated front seats, an electric tailgate and 20-inch black diamond cut alloy wheels.
Verdict
This new Peugeot E-5008 has moved the game on when it comes to seven-seat electric SUVs. It’s better looking, is packed with a lot more on-board technology and there are a wide choice of powertrains for an eclectic mix of buyers.
However, its driving experience isn’t as sharp compared to its looks or the old car for that matter, and prices are rather steep. But, if you take into account its lower running costs and rather practical interior, then the E-5008 does make a lot of sense for those larger families wanting to go electric.
The UK still has a hand in the global motor trade, but what kind of models are produced here?
The UK has a longstanding history of making cars. While its role in the global vehicle production trade may have diminished over recent years, some models are still created here for a variety of different manufacturers.
But which cars are still built in the UK and what kind of an impact do these models have? Let’s take a look.
Aston Martin
The new Vantage has been significantly upgraded
Aston Martin is as British as they come and it’s a brand which continues to play a key role in the manufacturing industry here. It currently produces its Vantage and Vanquish models here, while its popular DBX performance SUV is built in a specially-developed facility in St Athan, Wales.
However, the vast majority of its vehicles are created at its home in Gaydon, Warwickshire, while a dedicated ‘Q’ facility allows customers to personalise their own cars through a variety of bespoke finishes and materials.
Bentley
The new Continental GT gets hybrid power for the first time
Bentley is another car company which is rooted in the UK with its main base being in Crewe, Cheshire. Here, you’ll find its new Continental GT models being built alongside the Bentayga luxury SUV.
Bentley has already committed to a journey of electrification, too, though its first electric vehicle launch is believed to have been pushed back from 2025 to 2026.
Caterham
(Caterham)
Caterham’s lightweight cars are as iconic as they come and they all call the brand’s new facility in Dartford home. Here, a new state-of-the-art production site sees the famous Seven – which is available in a variety of specifications – put together and finished.
Of course, the Seven is still available in kit-form but even these are prepared and made ready for customers at the Dartford site.
JLR
The Range Rover Sport comes equipped with plug-in hybrid power. (Land Rover)
JLR is largely focused in the Midlands, where its Range Rover, Range Rover Sport and Range Rover Velar models are created. Those luxury-focused cars are created at the firm’s Solihull plant, while you’ll find cars like the Discovery Sport and Range Rover Evoque put together at its second UK site in Halewood.
It’s expected that Jaguar will undergo a rebirth shortly, too, as a luxury electric brand – and it’s expected that these will be made in Halewood, too.
LEVC
(LEVC)
One of the most recognisable cars on this list is also made in the UK. The London Electric Vehicle Company – or LEVC – is the firm behind the ‘modern’ black cab and while it may be owned by Chinese powerhouse Geely, it has its headquarters and main production facility in Ansty, Warwickshire.
Here, the famous black cab – which is now a petrol-electric hybrid – is made and while it may be a UK icon, it’s a model which has already been sent around the world to other markets to use.
Lotus
(Lotus)
Lotus is another Geely-owned firm which has undergone a period of immense transformation over recent years. While the production of a few of its vehicles has been moved to China – the electric Eletre SUV, for example, is made there – its key sports cars are still meticulously made in Hethel, Norfolk.
Here, Lotus has a large production facility which can look at all areas of the car-creation process. Plus, there’s an on-site test track for pushing these cars to the limit.
McLaren
(McLaren)
Woking-based McLaren is another brand which has had a big impact on the automotive scene over recent years. Today, it produces a number of lightweight and dramatic super and sports cars, including the 750S and hybrid Artura.
The McLaren Technology Centre – or MTC – is something of an icon in itself, with the large facility being located right next to an eye-catching lake.
Mini
The new Cooper is still very ‘Mini’ from the front
The ‘original’ Mini has always been a true UK symbol but in more modern times, the German-owned firm has evolved to create cars which offer a little more space and practicality than their pint-sized predecessor. These days, Mini calls Oxford its home.
Today, the Oxford plant handles production of the fifth-generation Mini Cooper and while the creation of the electric version may have switched to China, it’s expected to move back to the Oxfordshire facility soon.
Morgan
The Plus Four tracks well through the bends
As traditional as they come, Morgan is a firm which has always had true craftsmanship at its heart. To this day, the firm still calls Malvern in Worcestershire its home, a location that it has been in for more than 110 years.
Today, Morgan vehicles still retain that old-school feel in models like the Plus Four and Plus Six, while the latest three-wheeler Super 3 shows off a less traditional feel – though the ‘original’ Morgan did, indeed, have only three wheels.
Nissan
Nissan might be a Japan-based firm, but its Sunderland production facility is one of its best-known locations. A huge deal in the UK, Nissan’s site here creates models such as the popular Qashqai and Juke.
In fact, just last year Nissan produced its eleven-millionth car since production first started back in 1986.
Rolls-Royce
Rolls-Royce’s Phantom Series II will be on show at Salon Privé. (Rolls-Royce)
With its heart in Goodwood, West Sussex, Rolls-Royce is a car company that has always been about luxury and prestige. Today, it continues this ethos with its latest Phantom models alongside the Cullinan SUV.
But Rolls-Royce is also a company looking to electrification, which is why its battery-powered Spectre is also created here.
Stellantis
The Combo has had a refresh for 2024. (Vauxhall)
The Stellantis group has a huge presence on the automotive landscape and you’ll find many of its models built in the UK. Its facility in Ellesmere Port became the UK’s first electric-only volume production site, creating models such as the Vauxhall Combo Electric and Peugeot e-Partner.
Next year, the group’s Luton site will also begin production of electric commercial vehicles, including the Vauxhall Vivaro Electric and Citroen e-Dispatch.
Suzuki/Toyota
The Swace corners easily and responds well to inputs
Suzuki and Toyota both have a small presence here in the UK, building essentially the same vehicle for two different brands. At the Burnaston site, you’ll find the Toyota Corolla being made alongside the Suzuki Swace, with both sharing the same basic componentry and design.
Both get the same hybrid engine setup, with the main difference between the two being slight styling tweaks and – naturally – different badges.
With more and more choices available for those in the market for a large and practical SUV, what does the 3 offer? Cameron Richards finds out.
What is it?
Polestar is quickly expanding its line-up this year
Polestar has become a well-known brand here in the UK ever since it launched its ‘2’ electric SUV back in 2020.
While it used to be the sub-brand of Volvo, Polestar decided to go its own way and start to focus on its electric vehicles while decarbonising its manufacturing processes to reduce its impact on the wider world.
Having surpassed 30,000 sales in the UK alone with its one and only model, the 2, the firm is now stepping things up with a couple of brand-new SUVs.
The 3 is the latest addition to the company’s model portfolio and has the BMW iX and the new Volvo EX90 in its sights. We’ve driven it here in the UK to find out what it’s like.
What’s new?
The styling is recognisable as a full Polestar
This is the firm’s latest model that will be competing in the forever-growing electric SUV market.
It sits on the latest SPA2 EV platform which is shared with Volvo for its latest EX90 model, too.
The car features some of the latest on-board technology as well as over-the-air updates to keep the car’s software up to speed. Plus, there is an array of different option packs to help the consumer choose the right version for them.
What’s under the bonnet?
A handy ‘frunk’ is ideal for cable storage
There’s just one battery pack available on the 3 – a large 111kWh unit – but from there, you’ve got three different motor setups to choose from.
There is a rear-wheel-drive Long Range version with a single electric motor that Polestar claims can do up to 403 miles on a single charge. It gives out 295bhp and 490Nm of torque, too.
On top of this, there is an all-wheel-drive dual motor version that bumps power up to 483bhp and increases torque to 840Nm – but the range drops to a claimed 392 miles.
Finally, you can purchase this version with a Performance Pack — which we’re driving. It cranks up the power even further to 510bhp and 910Nm of torque – but expect a total distance of up to 348 miles between trips to the plug.
All versions are compatible with 250kW DC rapid charging, taking the car from 10 to 80 per cent in half an hour.
What’s it like to drive?
Ride and handling are both good in the 3
This new Polestar is one of the first EVs to come as standard with torque vectoring. This enables different amounts of power to be sent to each wheel to help improve cornering, stability and overall performance and you can definitely feel it working here. Considering the 3 is such a big vehicle, it corners almost flat with acres of grip which really does inspire confidence on a twisty road. The acceleration in this Performance Pack car is mesmerisingly quick — but the way it builds up speed is very smooth and progressive.
On the motorway, its refinement is superb with very little wind and road noise intruding into the cabin – making it the ideal motorway mile muncher. What’s more, the seats do a tremendous job of supporting you as well as being as comfortable as possible. The air suspension means the car floats along with very little in the way of the car getting nervous or upset over imperfections in the road – it really is a comfortable car to drive.
The only negatives are due to its sheer size, feeding through small towns can be a bit of a chore. Also, Polestar still puts almost every control through the infotainment screen which can be a pain to use on the move — especially simple things like adjusting the mirrors. But, at least it’s all displayed in big text so you don’t press the wrong feature at any given time.
How does it look?
Eye-catching headlight designs follow on from other Polestar models
As the 3 sits on the SPA2 EV platform, its ride height is higher than the ‘2’ and ‘4’ models in the firm’s line-up. Although it’s a subjective matter, the Polestar 3 does stand out from the crowd with its curves and kick-up rear window design.
Meanwhile, design cues from the ‘2’ are noticeable throughout with the slim front headlights and sloping roofline. Also, there are a wide choice of alloy wheel sizes including our car’s 22-inch design that don’t affect ride comfort, either.
What’s it like inside?
The interior is minimalist with lots of eco-friendly materials used
Minimalism is what the brand wants to achieve and likewise with the smaller ‘2’, the 3 delivers that with a light and airy cabin that wants to focus on space and comfort, without too many physical controls to complicate things. A lot of the materials used throughout are sustainable to help keep with the company’s plan to decarbonise its manufacturing process.
In terms of tech, there is a portrait 14.5-inch central touchscreen that has Android developed software and it features apps such as Google Built-in. The seats are of a similar design of those from Volvo, which is no surprise considering Polestar used to be the sub-brand of the Swedish brand.
Storage is excellent with a large centre cutout under the centre console, as well as a decent armrest with storage and massive door pockets.
In the back is where things step up a gear with acres of head, leg and knee room and the completely flat floor means three people can sit comfortably in the back, too.
Boot space on the other hand stands at 484 litres or 1,411 litres with the seats pushed down, which is a shame because cars like the BMW IX offer more room here. It also doesn’t feel as deep as it could be, which is frustrating for what is an otherwise very practical car.
What’s the spec like?
The main display is clearly laid out
The Polestar 3 comes with a choice of different option packs instead of trim levels to make it easier for the buyer.
Options include the Performance pack which includes 22-inch wheels, a tuned chassis and different software. There is also a Pilot pack featuring a 3D camera and lane change assist as well as a Plus pack which includes a 25 speaker Bowers and Wilkins sound system.
The range kicks off at £69,900 for the Long range Single motor variant, however we’re driving the Long range Dual motor Performance which starts at £81,500.
Verdict
Polestar shouldn’t be worried about its new 3 because it’s a very good and plush electric SUV. It faces some stiff competition but regardless of that, consumers will still like the vast array of standard equipment levels, superb quality and comfort levels as well as its dynamic driving experience.
The looks may not be to everyone’s taste, but that’s a matter of opinion and in this instance, Polestar could be onto something that could steal the crown away from its German competitors.
Facts at a glance
Model as tested: Polestar 3 Launch Edition Dual motor Performance, Pilot and Plus pack
The Volvo XC60 has been named overall Towcar of the Year 2025
The Volvo XC60 has been crowned Towcar of the Year 2025, fending off a raft of impressive competitors from BMW to Volkswagen.
The Swedish SUV was named the overall victor by the Caravan and Motorhome Club. Its annual competition has been running for 42 years and is organised to find the best towing vehicles for the caravanning and leisure markets.
The XC60, in T6 Plug-in Hybrid AWD Plus guise, was handed the award after receiving high praise from a panel of industry-leading judges. It also scooped three further category wins – caravan weight over 1,800kg, Family Towcars and Hybrid Towcars – proving that it’s a top choice for caravanners.
Judges agreed the mid-sized Volvo SUV offered effortless performance, strong towing capability, excellent comfort levels and a roomy interior, along with easy driving characteristics.
The XC60 was one of 33 cars tested by the Club at the world famous Millbrook Proving Ground in Bedfordshire. The testing comprised several hundred laps of the two-mile high-speed bowl and ‘alpine’ hill route. Tests included hill starts on a 17 per cent gradient, a 26 per cent downhill brake test, and acceleration tests from a standstill to motorway speeds. Practical tests also took place, including loading boots with caravanning paraphernalia.
All cars were ballasted and were hitched to caravans ballasted to 85 per cent of the cars’ kerbweights, or towing limits if lower, to both create a level playing field and replicate accurate real-world towing conditions.
The new Skoda Superb was praised by judges
Aside from the XC60 winning the overall gong, its weight category, the Hybrid, and Family Cars awards, other top towcars were named in the competition, too. The electric Volkswagen ID.7 took the spoils in the lightest weight category, caravan weight under 1,200kg. Volkswagen also won the 1,200-1,300kg category with its Golf Estate Style 1.5 eTSI 150PS DSG.
The 1,300kg-1,500kg weight category was won by the new Skoda Superb Estate 1.5 TSi e-TEC 150PS DSG, while taking the caravan weight 1,500kg-1,600kg, Luxury Towcars, and Electric Towcars gongs was the newly launched BMW i5 eDrive40 M Sport Pro Touring.
The Hyundai Ioniq 5 Ultimate 77.4kWh 328PS AWD and the now back-on-sale Volvo V90 T8 Plug-in Hybrid AWD Ultra took the 1,600-1,700kg and 1,700kg-1,800kg category wins respectively, while scooping the Pick-ups gong was the Volkswagen Amarok PanAmericana 3.0 TDI 4Motion. The German manufacturer also walked off with the Large Family Cars award for its Multivan 2.0 TDI.
Nick Lomas, director general of the Caravan and Motorhome Club, said: “We would like to offer our sincere congratulations to all the worthy winners in the Caravan and Motorhome Club Towcar of the Year 2025 Awards.
“Our panel of independent judges were able to evaluate the entrants in order to provide professional, qualified and unbiased information to help everyone who plans to buy a towing vehicle.
“Leisure vehicle holidays continue to be hugely popular and here at the Caravan and Motorhome Club we know our 1m+ members eagerly await the results of these awards in order to help them make an informed decision and help them to find the perfect towcar for their needs.”
The X3 is one of BMW’s most popular SUVs, but can a new version bring extra appeal? Jack Evans has been finding out.
What is it?
(BMW)
BMW’s X3 has always been a car to break new ground. Back when the first generation model arrived in the early 2000s, it became the first ‘Sports Activity Vehicle’ of its type, blending the off-road-inspired look of a proper four-wheel-drive with the on-road dynamics that would help it to be easier to live with day-to-day. Across three generations, it has grown and evolved, developing a key role in the BMW’s line-up.
Now, the fourth-generation X3 is with us, bringing some of BMW’s latest technology alongside a slight growth spurt which should help to make it even more practical than the car it replaces. We’ve been driving it out in Germany to see just what it’s like.
What’s new?
(BMW)
From the outside, this new X3 looks significantly different to the car it takes over from. It’s a far more rounded affair, with a bonnet which stretches right over the nose of the car to create quite an impactful-looking car. It’s certainly not the most controversial of designs that we’ve seen from the Bavarian brand in the last few years, but it’s a look which will definitely get people talking all the same.
It’s a physically bigger car than before, too, having been stretched by 34mm and widened by 29mm yet because it’s lower, the whole effect is to make a car which looks sleeker overall. The good news is that the increase in size means it’s more practical than before; boot space has risen by 20 litres to a decent 570 litres, or 1,700 with the rear seats folded down. It’s got more than enough luggage space for most occasions as a result.
What’s under the bonnet?
(BMW)
The new X3 is accompanied by a range of engine choices and all gain some form of electrification. The car we’re driving is the range-topping M50 version, which utilises a 3.0-litre turbocharged straight-six engine which, with its 376bhp, is one of the most powerful engines of its type ever created by BMW. Linked to a 48-volt mild-hybrid system and xDrive all-wheel-drive, the X3 M50 will nail the 0-60mph dash in 4.4 seconds and head onwards to a top speed of 155mph.
However, because of that electrification it’s a little more economical than you may think. You should be able to manage around 30.5mpg on a longer run, in fact, though drive in a keener fashion and that figure will tumble quickly.
What’s it like to drive?
Been out driving some new BMW models this week. Here’s the new X3, in speedy M50 spec. Thoughts on the colour? I’m a fan. pic.twitter.com/Ga0OtHK6mr
In M50 specification the X3 really is a car with two characters. On the one hand, with all of its settings dialled back it remains composed and quiet, with a smooth-shifting engine that falls away into the background to create a car that’ll happily chew away at the miles during those long-distance trips. The steering is very light, mind you, and though this does take away some of the sportier feeling of this M50, it makes the X3 a breeze to pilot around town.
However, switch into one of the car’s sportier modes and it’s a far different thing. There’s a noticeable increase in exhaust sound – some of it genuine, most of it piped in through the speakers – and the acceleration becomes even sharper. To drive quickly, the X3 M50 remains balanced and focused, staying level through corners but bringing a level of agility that you wouldn’t usually associate with a car in this segment.
How does it look?
(BMW)
The whole exterior of the X3 is far more bubble-like than before. Much of this comes from a greater emphasis on aerodynamic efficiency, making this BMW more slippery through the air. You’ll find loads of neat touches dotted across the exterior of the car, too, from the flush-fitting door handles to the roofline which extends right the way back and fully into the rear of the car.
You’ve got a decent spread of colours to choose from, too, with the deep red on ‘our’ test car looking particularly classy in the metal.
What’s it like inside?
(BMW)
It’s something of a mixed bag inside the X3. On the one hand, there are many good materials used throughout and it’s all put together well. However, contrasting those nicer materials are some pretty nasty ones, which are cheap-feeling plastics used lower down the cabin and along the underneath of the main screen. That latter area is a particularly bad place to find this, as it’s a point you’ll frequently interact with when operating the main display. The light bar running around the cupholders and under the main infotainment screen will no doubt divide opinion, too, though its colour-changing nature is quite impressive when you first use it.
Space-wise, things are good though. Those in the rear of the X3 get plenty of head and legroom, while the amount of foot room underneath the front seats is particularly useful. As we’ve touched upon, boot space is good, too, and there’s an incredibly easy-to-use parcel shelf which simply clicks into place and has its own storage area underneath the boot floor for when it isn’t in use.
What’s the spec like?
(BMW)
That main screen is one of the most noticeable inclusions on the new X3. Like other modern BMW models, it’s a wraparound type setup that combines a 12.3-inch information display and a 14.9-inch digital dashboard to create an impressive, near-seamless section of glass. Fortunately, it’s easy to use and is packed full of features, though it might be nice to have a few physical shortcuts as switching between different apps can be a little cumbersome at times.
On this range-topping M50 you’re getting all of the major bells and whistles, too, including large bucket seats and carbon fibre shifting paddles behind the steering wheel. However, all cars benefit from heated seats and three-zone climate control as standard, as well as acoustic glazing which helps to keep the X3’s cabin as hushed as can be.
Verdict
The new X3 has improved its game in many key areas. It’s just as dynamic to drive as its predecessor – particularly in this ‘hotter’ M50 version – and thanks to a growth spurt it’s now even more practical, which will make it a great choice for families and those who need some added practicality. There’s plenty of tech on-board too and the engine range is expansive enough to bring something for all types of drivers.
While some of the interior materials are a let-down, this remains – overall – a premium-feeling SUV which is backed by some very surprising driving dynamics which make it a lot more fun to drive than you might expect.
Available in petrol, hybrid and electric format, does this updated car improve what already was a good supermini? Cameron Richards finds out.
What is it?
(Peugeot)
The 208 is an important car for Peugeot as it is the firm’s smallest model and one of its most popular.
Since 2020, it has been using the same chassis and mechanical underpinnings as one of Britain’s most loved cars, the Vauxhall Corsa. And, while that might put some people off, Peugeot’s reputation for making fun, agile and exciting small cars hasn’t gone a miss with the 208.
What’s new?
(Peugeot)
It’s subtle yet noticeable, but the exterior has an updated front end with a new radiator grille and lion claw LED daytime running lights. The interior has also been given extremely minor changes such as a redesigned gear selector and a larger touchscreen system, but apart from that, the car has remained the same, which isn’t a bad thing because the 208 is a great-looking car inside and out – to our eyes, at least.
More noticeable is the option of two new hybrid powertrains, which should give more choice for the consumer looking for one of these Polo-sized superminis.
What’s under the bonnet?
(Peugeot)
You can get the baby Peugeot with a choice of up to five different engines offering petrol, hybrid and electric versions.
We’re driving the 1.2-litre turbocharged petrol hybrid which is available in two different power guises.
Our car is the more powerful 134bhp unit that also produces 230Nm of torque and does 0-60mph in 7.9 seconds before running out of puff at 127mph. All hybrid and electric versions of the 208 come with an automatic gearbox as standard, although the entry-level 1.2-litre turbocharged petrol engine comes with a six-speed manual.
What’s it like to drive?
(Peugeot)
Firstly the negatives. The 208 still has the firm’s traditional stubby and compact steering wheel that, although feels great to use, obscures the dials depending on your seating position.
Now, small Peugeot’s have grown a reputation to be fun and nimble and this improved 208 certainly follows the footsteps of older models in the range. Around town the car is easy to manoeuvre and has very light steering. Out on the open road, although the steering is vague, sport mode adds a bit of weight to it and sharpens the throttle response, which transforms the car into a fairly entertaining little car. By no means does it have the charisma or charm of hot Peugeots of yesteryear, but as an everyday small car, it really isn’t bad.
What’s more, the efficiency of the hybrid powertrain means that on a good run you’ll see fuel economy readings of 50 to 55mpg and on the motorway although there is a fair bit of tyre roar from our test car’s larger alloy wheels – wind and road noise is kept to a minimum.
How does it look?
(Peugeot)
Considering underneath its skin lies the mechanicals of a Vauxhall Corsa, Peugeot has done a great job in differentiating the two.
The famous lion claw LED daytime running lights give the front an aggressive presence and the firm’s new logo is now located in the grille with a ‘208’ badge positioned at the top of the bumper.
The side profile has a rather muscular look with deep creases and bodylines that run the width of the doors, plus at the back the gloss black rear diffuser and further lion claw themed lights continue adding to the car’s sporty appeal.
What’s it like inside?
(Peugeot)
All Peugeots have a dynamic and driver focused edge in their interiors and the 208 has lots of this reminiscence. The dashboard is angled towards the driver and the aeroplane-styled shortcut toggle switches still carry on from the old car, too. Interior quality is good, with only lower down trim feeling a little cheaper in places, but the piano black trim and carbon fibre effect door card surrounds on our test car makes the cabin feel more upmarket without being tacky and over the top.
The only downsides are the typically French miniature glove compartment and the interior space in the back is on the compact side with limited knee and headroom, plus the rear doors are rather small, making access to the rear harder, as well. The boot space stands at 352 litres with the seats in place and extends to 1,163 litres with them flipped down, which is on par with its German rival, the Volkswagen Polo and bigger than its French competitor, the Renault Clio.
What’s the spec like?
(Peugeot)
There are only three trim levels to choose from and whatever model you go for, there are plenty of toys to keep anyone happy with the range consisting of Active, Allure and GT.
The entry-level Active is priced at £20,860 and includes automatic headlights and wipers, climate control and LED headlights.
We’re driving the top-of-the-line GT which comes in at £25,810 and boasts ambient lighting with a choice of eight colours, a black roof and 3D instrument panel. Our exact test car with a few options is over £30,000 which is pricey when you come to think that it’s still a car competing with the Volkswagen Polo and Renault Clio.
Verdict
Small Peugeots always prove themselves popular in the UK and this updated 208 will continue that trend.
Not only has this update improved what already was a good looking supermini, but the new hybrid powertrain really suits the car as it combines decent fuel economy and efficiency with more power and better driving dynamics.
The biggest issue is the price. With our test car’s £30,000 asking price, it makes it dearer than a Toyota Yaris hybrid which is more fuel efficient and has a better powertrain setup. But, if you take into account its overall package, the 208 is still an entertaining and likeable supermini that oozes French chic.
The British-built crossover has been pictured hanging from a chimney in London as part of an ongoing advertising campaign.
Nissan has already broken a world record for the longest bungee jump involving a car with its latest Qashqai, and now its campaign to draw attention to the model has continued in the capital.
The latest stunt the firm has pulled off is at the 49-metre tall Truman brewery chimney in Shoreditch, London.
But instead of fixing a real version of the car to the chimney, Nissan decided to create a replica.
The model is made out of fibreglass. (Nissan)
The Qashqai in question is made of fibreglass and measures 6.5 metres in length, 2.7 metres in width and 2.4 metres in height. In total, the vehicle weighs around 750kg and is one-and-a-half times the size of a real car.
A spokesperson for Nissan said: “We’re very proud of this British-built model and wanted to show it off for everyone to see. So we figured, why not park it in a place where it can’t be missed?”
Since 2006, Nissan’s Sunderland plant has produced more than four million Qashqais, including around 140,000 units of the latest e-Power model.
A total of 50 people were involved in the planning and executing of the stunt with the car set to remain in place until September 22.
The campaign started out in Paris and broke the Guinness World Record for longest bungee jump in a car. (Nissan)
Meanwhile, the latest model includes an updated exterior design with a new front grille and rear tailights, as well as enhancements to the interior including a larger infotainment system and other upgrades including Google Built-in.
The car is on sale now with prices starting at £30,135 and rising to £38,875 for the top-of-the-line Tekna+ model.
