Month: October 2024

One of Britain’s cheapest new cars on sale has just received an extensive facelift to keep the city car segment alive. Cameron Richards has driven it.

What is it?

The city car is dead, right? Not in Kia’s eyes – it still thinks the Picanto has some tricks up its sleeve to entice buyers away from crossovers and compact SUVs.

The little Kia has been around for two decades and in that time it has matured and grown to become one of the best cars in the compact car class.

Underneath its skin, you’ll find the same running gear as the Hyundai i10 and while both cars may have the same mechanicals, there are changes in their engine choices, equipment levels and styling. We’ve been driving the latest Picanto to see if this extensive facelift has kept it at the top of the A-segment class.

What’s new?

Believe it or not, but the current generation Picanto has been around since 2017 and this is its third facelift to keep it in-line with its shrinking competition.

Exterior shape has remained the same, but there is a more aggressive front end that takes styling cues from its big brother, the EV9 SUV, while at the back there is now a light bar and fresh rear tail lights as well as an updated rear bumper.

Inside, there’s not much that has changed from the old car, but that doesn’t matter as the Picanto focuses on big car toys for a smaller price tag.

What’s under the bonnet?

We’re driving the entry-level 1.0-litre three-cylinder naturally aspirated petrol engine that delivers 62bhp and has a top speed of 90mph. Acceleration isn’t scintillating at 15.4 seconds to go from 0-60mph – but you’re not going to be buying this car for outright performance.

There is also the choice of a more powerful 1.25-litre four-cylinder petrol unit that pushes out 77bhp and has a top speed of 98mph. This engine is better suited for more motorway use as it’s quieter, more refined and has greater acceleration for those overtaking manoeuvres.

What’s it like to drive?

There is something very satisfying driving something as basic and small as a Kia Picanto.

We’re driving the basic ‘2’ specification that comes with tiny 14-inch wheels which make the ride a lot smoother, but it’s still a bit bouncy over larger bumps. However, we can accept that given it’s a car at the cheaper end of the market.

In terms of handling, the Picanto has very light steering which also feels numb, but the car does seem to grip rather well and there isn’t too much body roll in the corners either.

The 1.0-litre three-cylinder petrol engine will not be setting the world alight with its acceleration, but around town and even on the motorway, it feels more than adequate. However, overtaking and driving up hills needs a lot of planning as it struggles up steep inclines. The gearbox, however, is very slick, smooth and incredibly light to slot into place and the clutch has a nice feel, too.

Fuel economy is excellent with our car returning an impressive 61.2mpg on a long run, while filling up only cost around £40 to brim the tank – making the Picanto incredibly cheap to run.

How does it look?

City cars go two ways when it comes to styling. They either go down the aggressive and sporty route, or they focus on the cutesy and innocent look. However, the Picanto definitely falls into the former category. The front end shares similar design elements of other models in the Kia family with its wraparound headlights that form into the grille, while at the back a gloss black diffuser and rear light bar that runs the width of the tailgate also gives the car more presence.

Our test car is a little more plain looking due to the 14-inch alloy wheels and the rather dull Smokey blue paint finish, however the GT-Line and GT-Line S models with their side skirts and bigger wheels certainly make this little Kia a great looking city car.

What’s it like inside?

From the naked eye, inside the updated Picanto things look very similar to the old model, and that’s because it is – with the exception of a few changes.

There is now a new digital instrument cluster which houses information such as the traffic sign assist and fuel economy readings.

The interior won’t be winning the awards for luxury, but everything feels built to last and the plastics have a nice textured pattern to mask the harder touchpoints.

There is a small armrest with a little storage area, cup holders and medium sized glove box. The driving position is good, but is let down by the lack of reach adjustment in the steering wheel.

The back seats are easy to access thanks to the standard five-doors and their wide aperture. Space in the back is more than good enough for smaller passengers and average sized adults will be more than happy for a short journey, too.

Boot space is impressive for a city car at 255 litres, which is 73 litres more than a Fiat 500. Meanwhile, that space expands to 1,010 litres when the rear seats are folded, but sadly there is a large lip, making it harder to load longer items.

What’s the spec like?

Kia doesn’t mess about providing extensive levels of different trim levels. Instead, there are just five versions to choose from with every model incredibly well equipped with ‘2’, GT-Line, ‘3’, Shadow and GT-Line S.

Gone are the days when the entry-level car came with manual door mirrors and without luxuries such as air-conditioning. Even the standard ‘2’ model which we’re driving – and is priced from £15,595 – comes with electric windows all around, electric heated mirrors, a rear-view camera, automatic headlights and an eight-inch touchscreen navigation system.

Further up the range such as the GT-Line S which is priced from £18,445 and comes with keyless entry and push button start, an electric glass sunroof and 16-inch alloy wheels

Verdict

It’s a crying shame that the A-segment is dying, and with only three vehicles in this sector, the Picanto doesn’t have a lot of competition. Although it may not have many rivals, as an overall package, the Picanto is an extremely likeable, grown-up city car and if you buy a GT-Line version – it looks great, too.

It’s cheap to buy and run as well as having bags of character when behind the wheel. If you’re looking for a no-nonsense, simple and well-equipped city slicker, then the Picanto is one of the very best.

Facts at a glance

• Model as tested: Kia Picanto ‘2’
• Price as tested: £16,170
• Engine: 1.0-litre petrol
• Power: 62bhp
• Torque: 93Nm
• 0-60mph: 15.4 seconds
• Top speed: 90mph
• MPG: 61.2mpg
• CO2 emissions: 111g/km

By Cameron Richards

The Jeep Wrangler is an icon of the four-wheel-drive scene, but is it still worth checking out? Jack Evans finds out.

What is it?

As far as motoring icons go, the Jeep Wrangler is right up there. Tracing its lineage back to the iconic Willys Jeep, the Wrangler is the kind of car that has always been designed to be up to the task of adventure whenever the mood strikes while its upright and memorable seven-slot grille is the stuff of posters and movie scenes the world over.

But with four-wheel-drives becoming softer and more comfort-focused, is there a place for a car as rugged and as old-school as the Wrangler? We’ve been behind the wheel to discover if this old dog has any new tricks.

What’s new?

If you glanced at the Wrangler, you’d be under the impression that not a lot has happened in the past few years. It’s got the same boxy, upright design that it always has and though many SUVs have undergone growth spurts lately, the Wrangler still commands attention with its larger-than-life proportions and squared-off sections.

But for 2024 the Wrangler has had some tweaks here and there. You’ve got more alloy wheel designs to choose from than before, while Jeep has equipped it with a larger suite of assistance aids, including a driver drowsiness alert, lane departure warning and traffic sign recognition – all included as standard on all models.

What’s under the bonnet?

You can – in other markets – get the Wrangler with a surprisingly rounded 4xe plug-in hybrid powertrain. We’ve driven it out in Spain over a short test route and it’s a far better fit for the Wrangler than you might expect, giving it a reasonable amount of punch. It’s a setup that is available across the wider Jeep range, in fact, but sadly doesn’t accompany UK-bound models.

Instead, we’ve got a pretty regular 2.0-litre turbocharged petrol engine with 268bhp and 400Nm of torque, driven to all four wheels via an eight-speed automatic gearbox. As you might expect, efficiency isn’t the Wrangler’s strong suit – which is where that plug-in hybrid setup would help – and Jeep claims that this version will only manage 27.2mpg combined. We saw far lower figures than that during our time with the car, however. Emissions of 250g/km are pretty high, too.

What’s it like to drive?

The Wrangler drives in quite an old-school fashion, similar to its exterior design. The steering is relatively wayward and the brakes don’t have an awful lot of bite to them, but you soon get used to the car’s shortcomings. The petrol engine, surprisingly, does a great job of getting the big Wrangler up to speed in a short enough time, given it’s quite a small-capacity unit for such a large car. The trade-off is, of course, dwindling economy figures.

But with its raised ride height the Wrangler gives a great view of the road ahead. Of course, these are all on-road impressions; with short overhangs, locking differentials and a rugged body-on-frame chassis design, the Wrangler will still go properly off the beaten track and it’s this that the car has been created for primarily – so you can allow for a lack of refinement on-road.

How does it look?

It’s a car that continues to turn heads, that’s for sure. The Wrangler is one of a handful of cars still keeping to the blocky four-wheel-drive aesthetic, with only models like the Mercedes G-Class taking a similar tack. The now-departed Suzuki Jimny was another, albeit on a far smaller scale than this Jeep.

It’s very much a car built for a purpose, mind you, and with its chunky plastic bumpers, squared-off wheel arches and full-sized spare mounted on the boot it’s the type of vehicle that looks most at home in the open countryside.

What’s it like inside?

It’s a similarly rugged experience inside the Wrangler. Everything has a chunky, rubberised feel to it while the main controls are robust and easy to operate when you’re on the move. Those up front do sit quite upright, too, but it gives you a great view of that square bonnet ahead of you. This new model gets 21-way powered front seats, too.

In terms of practicality, the Wrangler is actually something of a reverse tardis – feeling smaller inside than it looks from the outside. There’s not an awful lot of space for those sitting in the rear of the car and while the boot’s 533-litre capacity is decent enough, the side-hinged rear door makes accessing it a little tricky, particularly if you’re in a tight car park space. Remember, too, that the Wrangler comes with all manner of removable parts; the doors and roof sections can all be removed entirely should the weather provide an opportunity to do so.

What’s the spec like?

The Wrangler remains a flagship Jeep model and, because of that, it does get plenty of bells and whistles. Prices start from a hefty £61,000 in Sahara grade – like our test car – and this brings a premium audio system and a 12.3-inch infotainment display which thankfully does get CarPlay as the ‘native’ system is a little clunky and old-fashioned to operate.

You get a full suite of parking aids, too, and a handy back-up camera – though it’d be nice if it could work out the length of the car with the spare wheel included, as this can take a little extra judgement to work out when you’re reversing.

Verdict

If you’ve already been looking in the SUV market at some of the more ‘regular’ contenders, then you might find the Wrangler’s old-school driving experience, limited interior space and high running costs a put-off. In truth, against a BMW X3 or Audi Q5, the Wrangler doesn’t fare well and comes away looking a little too wayward.

But if off-roading and adventure are what you’re focused on, this is a genuinely capable four-wheel-drive that is centred around its ability to go here, there and everywhere. The trade-off is the road-going refinement but if you’re not spending much of your time on the beaten path, that could be a worthy sacrifice to make.

Facts at a glance

• Model as tested: Jeep Wrangler Sahara
• Price: £61,000
• Engine: 2.0-litre turbocharged petrol
• Power: 268bhp
• Torque: 400Nm
• Max speed: 112mph
• 0-60mph: 7.4 seconds
• MPG: 27.2mpg
• Emissions: 250g/km

Ferrari’s famous V12 engine continues to live on in the new 12Cilindri. James Baggott has been behind the wheel to see what it’s like.

What is it?

In an age when every other new car arrival heralds the birth of yet another electric or hybrid model, Ferrari’s glorious new V12 is a welcome breath of fresh air for petrol heads.

The Italian car maker claims to be the last one producing a naturally aspirated, V12 engine – and this is the firm’s breathtaking 830bhp new addition: The 12Cilindri. You’ll need to brush up on your Italian to say it properly, though. It’s pronounced: ‘Doe-dee-chi Chill-endree’.

In the words of the manufacturer’s famous founder, Enzo Ferrari, the 12-cylinder Ferrari will always be the ‘original’ and the carmaker has vowed to continue developing the legendary unit for as long as it’s allowed.

What’s new?

Ferrari says everything has been refreshed when compared to the 812 Superfast that this model replaces. Some four years in the making, the 12Cilindri is slightly heavier than the 812 – around 35kg to be exact – but that’s down to a lack of carbon seats, bigger 21-inch wheels and tyres, active aerodynamics and a powered rear boot (among other things).

Previously, the V12 of the Ferrari range was designed to be the pinnacle, but that crown now resides with the SF90, so designers were given the opportunity to dial down some of the outright madness. That doesn’t mean this is anything less than furious to drive, but it does mean it can still behave as a comfortable GT car too.

What’s under the bonnet?

The spectacular 6.5-litre V12 is as tuneful as you’d hope. Ferrari calls it a ‘hallmark howl’ and as the revs rise to a heady 9,250rpm, it’s a symphonic cacophony that makes the hairs on the back of your neck stand on end.

With 830bhp to play with, the 12Cilindri can hit 60mph in around 2.7 seconds and will go on to a top speed of 211mph. It’s brutally quick and drivers can dial in and out the anger with different settings, accessed by a dial on the steering wheel. In ‘Race’ mode with the suspension set to comfort, it’s close to perfect.

Some 80 per cent of the 678Nm of torque available is delivered at just 2,500rpm which equates to plenty of punch in the mid-range. The dual-clutch, eight-speed gearbox (that eighth gear is a new addition to this model) rapidly fires through cogs with savagery. So much so that on some occasions the shunt through the transmission is stark.

What’s it like to drive?

What I love about this car is its breadth of character. When you want it to be a sedate, cruising companion it’s comfortable and easy to drive. Around town, the visibility is surprisingly good and while it looks huge on the outside, when you’re in the cockpit it feels manageable and is easy to place on the road.

But it’s the car’s dark side that’s really intoxicating. Select the manual option for paddle shifts, bury your foot to the floor and the 12Cilindri picks up like the thoroughbred Ferrari it is. The V12 soundtrack is heavy metal addictive and it is incredibly rapid. It never feels heavy or overweight, either, with perfect balance and delicately weighted steering.

How does it look?

The 12Cilindri looks positively space age – and that’s no mistake. The designers took cues from 1970s wedge-like supercar designs and combined them with a homage to models like the Ferrari 365 GTB4. If you’re not familiar with the latter, it’s worth a Google, as the family resemblance is clear.

The new model has a long, imposing nose with a clamshell bonnet that wraps around the front-mounted V12. The cabin sits back, nearer the rear wheels and is dominated by an arrow-shaped, body-coloured sash across the roof. Bold rear haunches and a dramatic rear diffuser give the GT car real drama while dynamic aero flaps on the rear quarters flick up under braking.

What’s it like inside?

Ferrari has designed the cabin with two distinct sides that wrap around both the driver and the passenger. Three screens dominate the cabin with the driver dials and information behind the steering wheel, a second screen centrally mounted for heating controls and Apple CarPlay/Android Auto, and a third (optional) screen in front of the passenger.

The latter can display the car’s speed, g-forces and revs as well as allow the passenger to manipulate some of the car’s controls. We found the seats a little uncomfortable, but they have plenty of adjustment and come with optional heating and cooling options, as well as a massage function (£8,957).

What’s the spec like?

Standard specification is understandably generous for a car costing £366,500 and includes full matrix LED headlights, 21-inch alloy wheels, rain and light sensors, climate control, rear parking camera, car cover, battery maintainer, wireless smartphone charger and lots more.

There’s also an incredible array of personalisation options with everything from gold brake callipers (£1,512), carbon fibre rear boot trim (£4,478) to special paint colours that will set you back £8,316. Get tick happy on the options list and owners will easily be able to add £50,000 and more to the price tag.

Verdict

New V12 Ferraris don’t come along very often, so when they do you expect them to be very special indeed. And the 12Cilindri does not disappoint.

Enzo Ferrari said the V12 could summon up a ‘harmony no conductor could ever create’ and he wasn’t wrong. While the savagery of the engine and speed of the gearbox are impressive, it’s the howl from that iconic powerplant that really makes this car an occasion.

Some might think a V12 engine is a bit of a dinosaur in an age dominated by EVs but, for car lovers, the continuation of a legend like this is vital if the world is still to be filled with pure, unadulterated automotive joy.

The 12Cilindri is available to order now with first deliveries arriving early in 2025.

Facts at a glance

• Model: Ferrari 12Cilindri
• Price: £366,500
• Engine: 6.5-litre V12
• Power: 830bhp
• Torque: 678Nm
• Max speed: 211mph
• 0-60mph: 2.7 seconds
• MPG: TBC
• Emissions: TBCg/km

Is it a coupe? Is it an SUV? The Polestar 4 seems to be something a little different, but is it in a class of its own? Cameron Richards finds out.

What is it?

At first glance, the Polestar 4 seems to have a confused identity. Is it an SUV? Is it a coupe? Or is it an SUV with a coupe look? Whatever it is, it’s the latest member to join the growing Polestar family.

As a company that solely produces EVs, it comes as no surprise that Polestar’s new 4 is also battery-powered and comes with a choice of two and all-wheel-drive versions to suit different buyers. Let’s take a closer look at this new Swedish offering.

What’s new?

The Polestar 4 is a completely new model that offers a world first in the automotive industry, – it’s one of the first cars ever produced without a rear window. Instead, the lack of rear-facing glass has been replaced with an HD camera that doubles up as a traditional rear-view mirror which Polestar claims improves rear visibility and enhances interior space.

The body shape has been designed around the laws of physics for improved aerodynamics and even the lack of rear window helps air flow and improves headroom for passengers.

Apart from that, the car uses the brand’s latest technology as well as over-the-air updates to improve the user-interface even further into the future.

What’s under the bonnet?

It’s a simple choice with what model to choose from. All variants come with the same 100kWh lithium-ion battery pack with two different motor setups.

There is a rear-wheel-drive Long range Single Motor that generates 268bhp and 343Nm of torque. Polestar claims this model can do a total distance of 385 miles on a single charge.

However, we’re driving the Long range Dual Motor that increases power to 535bhp and 686Nm of torque – but the electric range drops to a claimed 367 miles.

Like its bigger sibling, the 3 SUV, the 4 is compatible with DC rapid charging which brings a 0-80 per cent charge time of half an hour.

What’s it like to drive?

Just like its larger stablemate, the 3, this coupe SUV is also very good to drive. Polestar seems to have got it cracked when it comes to making EVs that are driver focused and this 4 really handles well with little body lean and there is a lower driving position, to give it that sportier edge to it, too.

In terms of performance, its acceleration is smooth and it gets up to speed rather quickly, which is no surprise in a modern EV nowadays. Unlike the 3, which uses air suspension, the 4 has conventional springs – but it doesn’t impact on the ride comfort and it still feels composed and absorbs bumps very well. However, as with all of the other models in the firm’s range, its main control functions are still buried in the infotainment screen which is distracting when driving along and it still isn’t as user-friendly compared with conventional buttons.

Also, the deletion of a rear window may improve space and airflow but it still takes time to get used to it, especially when reversing as you automatically take a look over the rear shoulder to see nothing. Instead, you have to rely on the rear-view camera and HD camera on the windscreen – which could be intimidating for some buyers.

How does it look?

From different angles, you could say that the 4 has a unique look to it. Polestar claims that it’s an SUV coupe and it would be right as there is a rackish and sloping roof line, but it’s taller and has more ground clearance than a traditional saloon or hatchback.

There are resemblances of the 2 SUV with the unique Polestar headlights and daytime running lights, and the side profile also includes door handles that sit flush into the body. The frameless doors give a more premium and coupe look as well as at the back, the full length light bar runs the entire width of the rear. Plus, a nice mix of unusual and stand out colours are available, with our test car finished off in Electron – being an ice blue.

What’s it like inside?

The first thing to take note of is instead of a portrait screen in the 3, in the 4 you have a 15.4-inch landscape touchscreen.

The cabin still feels light and airy, and there is a lot of recycled materials used throughout to keep in touch with the firm’s sustainability goals.

In the back, there is a decent amount of room and thanks to the lack of rear window it means that headroom is better for occupants. There is also plenty of head and leg room, too.

Boot space stands at 526 litres or 1,536 litres with the rear seats folded down. It has a nice usable shape to it and there is decent underfloor storage where you can fit the car’s charging cables or there is a frunk which includes an additional 15 litres of space.

Again, as with a lot of modern EVs, the decluttering of buttons means that simple controls such as the mirror adjustment and ventilation switches are all included in the touchscreen – which is a pain and is difficult to use on the move. However, the menus and buttons on the screen are in larger font to help make it easier to see them on the move.

What’s the spec like?

Polestar does things a little differently when it comes to trim levels and specification. Instead of a range line-up of different eclectic names, you simply choose your electric motor and options pack instead.

Options include a Performance Pack which gives you 22-inch wheels and a tweaked chassis, whereas the Plus pack comes with a Harman Kardon sound system and pixel LED headlights. Meanwhile, the Pilot pack offers lane-keep assist and Pilot assist.

With the 4, you have a choice of either a Long range single motor or Long range Dual motor.

Prices start at £59,990 for the former, but we’re driving the latter which comes in at £66,990 and features the Plus and Pilot package.

Verdict

The Polestar 4 is one of those cars that comes along and divides opinion on what it is as a ‘car’. To some, it will be a coupe and to others it will be an SUV – hence why the firm is marketing it as a coupe SUV. Regardless of what category it sits under, the 4 is still a very practical and comfortable EV that is good to drive and has a lot of standard equipment.

The styling and lack of rear window won’t be to everyone’s liking, however push that aside and the new Polestar 4 is still a likeable electric car that should sell well in the company car market and premium coupe SUV sector.

Facts at a glance

• Model as tested: Polestar 4 Long range Dual motor Plus and Pilot pack
• Price as tested: £70,890
• Engine: 100kWh battery
• Power: 536bhp
• Torque: 686Nm
• 0-60mph: 3.7 seconds
• Top speed: 124mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 367 miles
• Charging speeds: 200kW

By Cameron Richards