Month: January 2025

The new Santa Fe is bigger than ever, but how does it drive? Jack Evans finds out.

What is it?

Hyundai has always had a solid history of making big, dependable SUVs and the Santa Fe has proven to be one of its big hitters. As the largest SUV in the Korean firm’s range, the Santa Fe has acted both as a flagship for the brand and as a way of getting that well-known Hyundai reliability with some seven-seater spaciousness.

Now, it’s time for a new one. Hyundai is attempting to push this new Santa Fe a little further upmarket so it has been garnished with more technology and high-quality materials than before, but how does that change the overall experience? We’ve been finding out.

What’s new?

Over 22 years, Hyundai has sold more than 450,000 Santa Fe models, which means it has a fine line to follow with this new model – you can’t go too ‘premium’ and lose the everyday usability that this car has become known for. It’s available with both ‘regular’ and plug-in hybrid setups – the latter of which we’re testing here – and prices start from £46,775 for the standard car or £51,885 for the PHEV.

That does mean that the new Santa Fe isn’t quite as value-orientated as before – the previous-generation car was priced from £40,205 back in 2021 – but you could argue that Hyundai is offsetting this with greater levels of standard equipment and a more luxurious interior overall.

What’s under the bonnet?

We’re testing the Santa Fe in plug-in hybrid setup here. That means you’ve got a 1.6-litre four-cylinder petrol engine which is then linked to an electric motor and a compact battery. When fully charged, the Santa Fe should deliver just over 33 miles of electric-only motoring, so there’s enough charge for pootling around town or doing the school run. The good news is, of course, that you’ve still got that 1.6-litre petrol engine providing background support for those longer journeys.

At just over nine seconds the Santa Fe’s 0-60mph time is about what you’d expect from this size of car. Plus, compared with the ‘regular’ hybrid version, this PHEV’s 38g/km of CO2 emissions are significantly lower than the standard car’s 155g/km.

What’s it like to drive?

Big, comfortable and relatively softly sprung gives the Santa Fe that driving character of a more old-school SUV than you might expect given the plug-in hybrid powertrain. When the car is fully charged it’s quiet and easy to drive around town, while the variety of cameras and sensors help to make positioning this relatively large car a bit less stressful.

It’s not an overly sporty car to drive but then again that’s not what is required in this segment. When pushed hard the 1.6-litre engine can feel a touch out of its depth, but driven in a more careful manner it’s got enough power reserve to get the Santa Fe up to speed in good enough time. It would be nice to have a slightly longer electric-only range – particularly given how many miles rival PHEVs are now delivering – but it’s a well-designed powertrain and one which makes the Santa Fe feel reassuringly ‘normal’ from behind the wheel.

How does it look?

Well, it makes quite a statement, don’t you think? Up front, that blocky styling makes an immediate visual impact and our test car finished in all-black had a distinctly menacing feel to it. But it’s a head-turner, that’s for sure, and the blocky look that is used across the Santa Fe only helps to make it even more imposing.

Around the back is where the conversation is bound to start. That squared-off, no-nonsense design is unlike anything available in the new-car market today. But if getting people talking is what you’d like from your next SUV, then this distinctive look is bound to appeal.

What’s it like inside?

It’s near-palatial inside the cabin of the Santa Fe. Acres of space are there to explore and with loads of cubbies, nooks and storage areas, it’s the kind of car that’ll swallow up everything you need to take along for adventure. Fortunately, it’s all backed up by a great level of build quality and while there are plenty of screens, Hyundai has seen fit to include a good-number of physical controls which make changing certain settings – such as the heating and ventilation – simple.

Space for middle-row occupants is excellent, too, with the Santa Fe’s boxy dimensions providing loads of headroom as well. There’s more space than you might expect in the third row, too, while boot space is impressive; even with all seats in place, there are 621 litres to use, riding to 704 litres with the third row flat and a near van-like 1,942 when all rows are folded down.

What’s the spec like?

If you’ve not got somewhere to reliably charge the car up – PHEVs are only at their most efficient when routinely topped up – then the ‘standard’ hybrid will provide a better option and there’s no downside in terms of equipment as all versions of the Santa Fe get a good spread of equipment included from the off.

In fact, all Santa Fe models come with a long list of features. Entry-level ‘Premium’ cars get a 12.3-inch infotainment screen as standard, with both wireless Apple CarPlay and Android Auto coming alongside front and rear parking sensors, 20-inch alloy wheels and heated front seats. Higher grades add in extra luxuries such as self-levelling suspension and ventilated seats, but even the entry-level version comes with more than enough equipment for most drivers.

Verdict

The Santa Fe feels like a classic, large SUV that has been given a modern twist. The interior is well-finished and kitted out with all the technology you could want, but it’s backed up by some very user-friendly physical controls that make it more intuitive to be in than with rival offerings. Then there’s the space that this car offers – it really has enough room for all types of adventures.

The plug-in hybrid setup has the potential to deliver some great fuel savings if you’ve got somewhere to keep this car charged up but, if that isn’t the case, then the ‘regular’ hybrid will no doubt prove a more appealing prospect.

Facts at a glance

• Model as tested: Hyundai Santa Fe
• Price: £55,135
• Engine: 1.6-litre petrol with plug-in hybrid
• Power: 250bhp
• Torque: 367Nm
• Max speed: 112mph
• 0-60mph: 9.1 seconds
• MPG: NA
• Emissions: 38g/km
• EV-only range: 33.6 miles

It’s already been a few months since the Juke arrived, but how has our time with the car been so far?

The last few months of the year always seem to go quickly – and that’s certainly been the case in 2024, it seems to me. I recently carried out a quick double-check to discover when exactly it was that we took delivery of the eye-catching Nissan Juke we currently have on the fleet – and was surprised to discover that it arrived in mid-August!

It’s safe to say that our time behind the wheel since then has absolutely flown by. I intend that remark to be a compliment to the car – and I also hope that Nissan might allow us to retain custody of OE24DYN for a little while longer.

My reasons for saying that are many. Our Juke is quite simply a wonderful mode of transport. Packed with personality, safety features and technology, it also has genuine road presence, thanks in no small part to its iconic design – and the fact that it’s a fetching shade of yellow!

The car has certainly been put through its paces in recent weeks, thanks to pre-Christmas trips to see family and friends in South Wales, London and Gloucestershire. And the one thing that has become apparent whilst travelling with passengers on board, is that Juke life is just so agreeable.

A mid-lifecycle refresh of the car was announced earlier this year with improved interior convenience as a key element of the upgrade with a raft of changes helping to make ‘our’ Juke a little better than before.

Starting from N-Connecta grade, all versions are now equipped with a wireless charging pad which can accommodate some of the largest smartphones out there. In addition, there are both USB-A and USB-C sockets for use by front occupants.

Tech-minded youngsters (or adults) in the rear will also appreciate the inclusion of charging points to ensure their gadgets are fully powered during their journeys. Other updates to the interior of all Juke grades include an enlarged glovebox – it’s almost a third as big again when compared to previous generations of the car.

What’s more, the armrest is now extra supportive, with a clever design that increases the reach without compromising the cupholders. It also lifts to give access to a central storage cubby, as per the previous Juke, but the lid now features a clip which can hold three credit cards.

All grades of Juke are now equipped with an electric handbrake, ensuring maximum space and convenience in the space between the front seats.

On hybrid versions such as the one we’re driving, the e-Pedal and EV Mode buttons have been relocated for greater ease of use.

That brings me to another key feature of the car – its clever hybrid powertrain system which (for the uninitiated) makes use of both the petrol engine and electric motor to drive the car. The vehicle can rely on either source or combine the strengths of both to deliver the best balance of performance and efficiency at any given moment.

The word ‘hybrid’ isn’t normally associated with an engaging, responsive driving experience but that’s definitely not the case with Juke – quite the opposite in fact. The Juke’s hybrid set-up runs predominantly in electric mode for city driving and delivers an instantaneous reaction to a foot on the throttle when accelerating.

Are there any aspects of life with OE24DYN that are less than satisfactory? Only one springs to mind – relating to the position of a supermarket near my home. The speed limit in the store’s car park is 5mph, but the car’s traffic sign recognition system ‘notices’ it whenever I pass by and tells me I should be travelling at that speed on the neighbouring A-road. Not the biggest issue, but it did confuse me to begin with.

Luckily, I’ll be able to go a little bit more quickly than that when I’m driving home for Christmas…!

Facts at a glance

• Model: Nissan Juke HEV143 Tekna+
• Price (as tested): £31,115
• Engine: Hybrid 143
• Power: 69kW / 5,600rpm
• Torque: 148Nm / 3,600rpm
• Max speed: 103mph
• MPG: 58.8 (combined)
• 0-60mph: 9.9 seconds
• CO2 emissions: 109 g/km
• Mileage: 4,613

The AMG-GT has kept its V8 where others have lost out to hybrid tech, but is it still one to beat? Jack Evans finds out.

It’s a difficult time for Mercedes-AMG. It’s tricky to be standing in the bright light of electrification when you’ve become known for making some of the most potent petrol engines available. Cars like the new C63 – with its plug-in hybrid setup – have shown Mercedes-AMG to be adjusting for the times while trying to preserve its history.

But this car – the Mercedes-AMG GT – is a lot like a car from the copybook of old. The previous-generation car rose to prominence as the firm’s fire-breathing range-topping, snarling away above other models in the range as a cross-continent cruiser that could happily turn its hand to a little bit of track driving should it need to.

While the Porsche 911 has always been about precision and sharpness, the AMG GT has acted as that car’s evil cousin, the naughty kid at the back of the room throwing wet paper towels at the roof just for kicks.

It’s the second-generation car which puts more focus on comfort than the car which came before it. It feels as though this is reflected in the exterior design, too, which is less ‘angry’ than the one on the older car. It’s far less supercar-like, that’s for sure. In a silver paint scheme, it pays a close resemblance to the latest SL, too, which is unlikely to be an accident – the two cars share a platform.

But the power on offer is no less potent. Up front, we’ve got a hulking 4.0-litre biturbo V8 engine with a healthy 577bhp, sending that power to all four wheels via the Mercedes 4Matic all-wheel-drive system which should, in theory, help to keep things on the straight and narrow. Mercedes also offers the AMG GT with a plug-in hybrid setup in the frankly mad hat 800bhp GT 63 S E Performance, but here we’re dealing with a V8 engine with just a light peppering of electrical assistance instead.

One of the biggest tweaks for this new generation of GT comes inside, however. You see, the AMG GT now comes (optionally) with four seats, bringing an extra layer of everyday versatility to the car with the three-pronged star on the nose. Sure, those rear seats are hardly going to give LeBron James space to stretch out, but you could, in theory, take the little ones to school if you wanted to.

So is this a softer, more grown-up version of the AMG GT? Well, in many ways – yes. This GT feels even happier to chew through the miles than the car which came before it; it was my car to drive from home on the south coast to our Brecon-based shoot location and not once did it cause an ache or a strain. The V8 engine settles away to a gentle thrum ahead of you while the adaptive cruise control takes the reins – for the most part. There’s even one of the best buttons in the business for turning off the annoying speed limit warning system, with a simple tap on the top-right of the huge central screen deactivating it instantly.

I would like Mercedes to refrain from putting touch-sensitive buttons on the steering wheel as it’s too easy to inadvertently change a track or radio station when you’re navigating a turn, but the cabin is a genuinely pleasant place to be otherwise. If it weren’t for the sub-20mpg efficiency you’re getting, you could be fooled that you’re riding in an S-Class.

I’d driven the older AMG GT on numerous occasions and with its long, stretched-out bonnet and hugely flared arches it was an intimidating thing to drive; certainly, the all-out GT-R version added to the tension with its firmer suspension and heavier steering. I loved it, as you’d imagine.

But this AMG GT? It’s certainly softer and more easy-going than before. It’s actually a little narrower than it was previously, while the cabin isn’t quite as far back and this means that while the GT is still a big car, it’s easier to thread through the narrow lanes that we’re on than you might expect.

As the rain falls, it’s the AMG GT which feels like a reassuring pair of wellingtons during a downpour – and I’d never have guessed that initially. Despite its enormous tyres, it’s a car which manages through poor conditions admirably, while the burble of the V8 engine is enough to break through the tapping of heavy rain on the windscreen as we pass through small towns and villages. It’s even got a big boot – large enough for our shoot lunch each day.

But does the AMG GT’s improved sandwich-carrying ability come at the expense of the tinge of madness it had beforehand? Absolutely. It’s capable, yes, but I feel like it has lost some of the character it had before. Sure, the hulking great V8 engine under the nose helps with that and ensures that the AMG GT doesn’t disappoint, but it’s as if someone knocked a bit of soul out of this car.

Facts at a glance

• Price: £167,405
• Engine: 4.0-litre twin-turbocharged V8
• Power: 577bhp
• Torque: 800Nm
• Max speed: 186mph
• 0-60mph: 3.0 seconds
• MPG (combined): 20
• Emissions: 319g/km CO2

One of Enfield’s newest bikes looks to be one of its most entertaining. We’ve been finding out what it’s like.

Royal Enfield appears to be on a bit of a roll of late. Having carved out a niche for low-cost but good-fun motorcycles, it is now producing new models thick and fast and one of the latest to arrive on the scene in the UK is the Guerrilla 450.

It’s a roadster-style motorcycle which shares an engine – called ‘Sherpa’ – with the latest Himalayan adventure bike. But whereas the ‘Himmy’ is all about off-road, the Guerrilla is designed to focus a little more towards on-road adventures or ‘real world riding’, as Enfield puts it.

And, courtesy of a £4,850 starting price, it’s one of the most budget-friendly motorbikes around today. To see whether that cost is justified – positively or negatively – I’ve been testing one out for a few weeks now and I’ll be hanging onto it over the next couple of months, too.

The start of the winter riding season has been incredibly mild so I’ve been able to get some good distances under the Enfield’s wheels and there are some noticeable improvements over some of the brand’s other motorcycles. Compared with the older Scram 411 – which you could see as this bike’s predecessor – the Guerrilla shows a marked improvement in refinement and flexibility. The new single-cylinder engine is an absolute peach; there’s more than enough power on tap to make overtaking easy, yet it’s still managing to deliver upwards of 70mpg on a long run. I’ve been finding that the viable range of the bike is about 120 miles, but that’s pretty decent for a motorcycle like this.

Naturally, with its naked design, it doesn’t offer what you’d call the last word in weather protection. I’ve seen that Enfield offers an optional screen for the Guerrilla and I reckon that could make a big difference, particularly on those longer motorway slogs. But a big help during these higher-speed riding sessions is the addition of a sixth gear, which was something painfully lacking in the older Scram. It allows the bike to settle down to a cruise and make bigger journeys far less painful – though there’s still a certain amount of vibration through the motorcycle at greater speeds.

The handlebar-mounted display is great, too. Clear and fully digital, it’s easy to read even when it’s getting dusky, though the controls for it could be a little bit easier to use with gloves on. However, it’s simple to connect your phone to this display and, after you’ve done this, you can get turn-by-turn navigation instructions relayed directly to the dash. And speaking of gloves, it would be quite nice to have heated grips on the Guerrilla – but that really is a luxury.

So far, I’ve done about 500 miles on the Guerrilla and wherever I stop it has attracted attention. In a ‘Playa Black’ colourway it’s unashamedly retro and that seems to be a key talking point among passers-by. There are a number of other shades to choose from – including the jazzy ‘Gold Dip’, but this might be my favourite of the lot. I’d only go one stage further and paint the wheels bronze – but do you think this might be too much? I’m not so sure.

I got a good look around a number of other Guerrilla bikes at the recent Motorcycle Live event and the only fly in the ointment appears to be the arrival of the smart-looking Bear 650, which has a larger engine and the same sense of style. But it’s all within the Royal Enfield range, which does go to show the diversity available from the brand.

The general finish has come on leaps and bounds, too. Welds, bolts and the paint application are all excellent and well above what you’d expect from a bike at this price point. As with anything Royal Enfield there are loads of accessories to tweak the styling of the Guerrilla to your taste, too; there’s a cool-looking headlight grille, a black-paint instrument cowl and bar-end mirrors are just three highlights in an expansive range of features.

I’m excited to see what the next few weeks have in store for this plucky Enfield. It’s already a standout bike in what has been a busy year of riding, so I’m keen to get out on it whenever I can – I’ve just got my fingers crossed that the weather stays pleasant.

 

The current generation Audi RS4 is nearing the end of its time on sale, but is this limited-edition throwback model the one to have? Jon Reay drives.

What is it?

Few performance estate cars can claim to have quite the heritage of Audi’s RS4. When it stormed onto the scene in 1999, resplendent in bright yellow paintwork, it was a bit of a revelation: mixing Porsche 911 levels of performance with a boot the size of a studio apartment.Several generations and 25 years later though, it’s time to wave goodbye to the RS4. With Audi having a rejig of its model lineup – with even numbers going on electric models – this will be the last ever petrol-powered car to be badged RS4.

Naturally, it couldn’t let that happen without giving it a proper send-off, and so here you have it: the most powerful, meanest, most expensive RS4 that’s ever been made. It’s also one of the rarest: just 250 are being built, and only 50 of those are heading to our shores.

What’s new?

Well, there’s the paint for starters – though perhaps ‘new’ is the wrong word. Called Imola Yellow, it’s a throwback to the original 1999 model that was available in the same lurid shade. White-backed dials are another nod to the RS4 of 25 years ago – though naturally on this 21st-century generation, they’re actually on a digital display.Then there’s the 20-inch forged alloy wheels – all eight of them. Buy an Edition 25 and you’ll get two sets: one in silver with road tyres, and another set in black with semi-slick ones for track driving.

Under the skin is where Audi has really splashed the cash, though. It’s squeezed an extra 20bhp out of the already muscular 2.9-litre V6, thrown on some manually adjustable suspension, and even tweaked the rear differential for more ‘driving fun’.

What’s under the bonnet?

Under the skin is where Audi has really splashed the cash, though. It’s squeezed an extra 20bhp out of the already muscular 2.9-litre V6, thrown on some manually adjustable suspension, and even tweaked the rear differential for more ‘driving fun’. Overall you’re getting 464bhp and 600Nm of torque, equating to a 0-60mph time of 3.7 seconds and a 186mph top speed.

You’ve also got more powerful ceramic brakes included as standard – they’ve been optional on Competition-specification RS4 models – while Audi has also tweaked the camber at the front to make the handling even more engaging.

What’s it like to drive?

In lots of ways, quite similar to a regular RS4. For the usual trips to the shops or long slogs down the M1, it feels just like any other Audi A4: refined, reasonably comfortable, and incredibly easy to drive. That’s no bad thing of course: 90% of an RS4’s life will be spent doing practical, family things – and it’s no good being three seconds a lap quicker at the Nurburgring if the tradeoff is making the Labrador sick in the boot.

What you won’t notice on those jaunts to Waitrose or the tip, though, are the result of the tweaks to the engine and chassis. Get the Edition 25 on the right roads and you’ll find a gulf start to open up between it and the standard car. It’s just as powerful, just as capable, but there’s some added – and much-needed – bite to the way it drives.

Turn-in is crisper than on the regular car, the engine note is more raucous, and the new rear diff gives a degree of playfulness that’s usually missing from performance Audis.

Whether you truly feel the extra 20bhp, though, is a bit harder to fathom. It’s certainly not slow, and truthfully you don’t feel yourself crying out for more power – but it’s worth noting that even this version is still beaten in the BHP stakes by a BMW M3 Touring.

How does it look?

Audi doesn’t really subscribe to the idea that performance cars should look as mad as they feel to drive, and even for this limited edition, it doesn’t particularly feel like they’ve gone bananas – £3,000 yellow paint job excluded, of course.

Were you to pick one of the other two colour choices – black or grey, by the way – you’d probably struggle to tell this apart from the normal car. There are ‘Edition 25’ badges etched into the rear windows, and various bits of trim are now ‘Matt Carbon’, but in reality, you’d have to be a bit of an Audi nerd to notice.

Controversially, it’s also had its roof bars deleted – though we imagine it wouldn’t take much persuading for a dealer to add them back on.

What’s it like inside?

Again, Audi has played it relatively safe inside: think of this as a normal RS4 with some added tweaks, rather than a stripped-out, weight-saving track monster. There’s yellow stitching here and there, a smattering of yellow mood lighting, and yet another etched Edition 25 badge – this time on the centre console.

The biggest difference is a pair of carbon fibre bucket seats for front passengers: exquisitely made, very grippy, and surprisingly comfortable to sit in. One slight downside is their rigid backs eat into rear passenger space – any occupants in the back are likely to have sore knees after an hour of being pressed up against them.

This generation of A4 is now ever so slightly starting to show its age, of course. There’s not the same level of snazzy touch screens and tech that you’d see in rivals from BMW and Mercedes, and its dimensions haven’t ballooned quite in line with theirs either.

What you can’t fault is the quality of materials. This car comes from an era where Audi really built things properly – everything has a reassuring heft to it, and feels perhaps a touch more premium than some of their newer models, dare we say.

What’s the spec like?

As this isn’t a lightweight track monster, Audi has resisted the temptation to strip things out of the interior in a bid to save weight. So, what you’re looking at is the equivalent of a top-spec RS4 ‘Vorsprung’, with a few added styling extras.

Those carbon fibre bucket seats aren’t electrically adjustable, of course, but they are still heated – we’re not savages, after all. Bang and Olufsen stereo, automatic cruise control, climate control, an electrically-operated boot – it’s all still there.

As, perhaps you might expect it to be, given the price tag. Our car, in Imola Yellow, is a shade over £119,000 – but black and grey aren’t far behind. That’s a lot of money for an RS4, whichever way you look at it.

Verdict

It’s hard not to feel nostalgic when it comes to the Edition 25. A quarter of a century since it first appeared, cars like the RS4 are finding it increasingly difficult to remain on sale.

As a farewell to a legendary nameplate then, the Edition 25 has done its job. In lots of ways, it’s the most accomplished RS4 that Audi has made: on paper the most powerful, and to drive, the sharpest yet.

When it comes to handing over your cash for one though, it’s a slightly harder sell. As impressive as this version is, the regular RS4 is already such a good all-rounder that the substantial premium is slightly difficult to justify. If you want an Edition 25, you’ve got to really want one.

Facts at a glance

• Model as tested: Audi RS4 Edition 25
• Price as tested: £119,180
• Engine: 2.9-litre petrol
• Power: 464bhp
• Torque: 600Nm
• Top speed: 186mph
• 0-62mph: 3.7 seconds
• MPG: 28.2mpg
• CO2 emissions: 227g/km

Cars of the Year: MG Cyberster

The Cyberster is one of MG’s stand-out introductions, but how does it drive? James Batchelor finds out.

MG hasn’t been building cars for the likes of me for a rather long time. In fact, 13 years to be precise. And by that I mean for enthusiasts who talk in animated tones about paint colours, head gaskets, and what colour picnic blanket would look nice from the MG Car Club’s merchandise range. With photos of my V6-engined MG ZT littering my iPhone, I’m a delight at dinner parties.

Quite rightly, MG Motor’s owners – the gigantic Chinese powerhouse SAIC – has been a little more focussed on selling cars that appeal to a wider audience than flat cap-wearing old duffers such as yours truly. It started with the pretty dreadful MG6 in 2011, but since then it’s become an influential player in the market, especially in EVs, with its excellent MG4.

The MG of today is rather different from the one that was beloved by sports jacket-wearing chaps of the sixties. I’m guessing here, but the MG buyer of 2024 is one who’s more interested in cheap PCP deals than wire wheels and leaking roofs.

But maybe, just maybe, things are changing. First there was the MG4 XPower – a twin-motor, 429bhp version of the conventional family hatch. Putting its colossal power output to one side, it sparked a revival of the XPower name last seen on the even more bonkers MG SV – a two-seater coupe with a 4.6-litre Ford Mustang-derived V8 under the bonnet.

Now, there’s the next step in MG reviving its sporty mojo. Thirteen years on from the death of the MG TF, we have another two-seater drop-top. Sporting a name that could have come out of the mind of Elon Musk, the Cyberster muscles into MG’s range to give the brand some much-needed glamour. Think of it as a 100th birthday present to itself.

The Cyberster is more than just an extravagant trinket, though. With its electric powertrain, it not only marks a radical departure from the light and fizzy sports cars from MG’s past, but it’s the first electric sports car you can actually go and buy from a proper dealership (as opposed to the Tesla Roadster of 2008, which was here one minute and gone the next). Just take this in for a second – MG has beaten the likes of Porsche to the ‘leccy sports car market.

Ask me to name a beautiful Chinese car and I honestly couldn’t give you an answer. No-one could. While I wouldn’t go as far as saying the Cyberster is beautiful, it’s certainly graceful and stylish; jaw-dropping compared to the rest of MG’s range. There’s probably a good reason for that as the design was the work of SAIC’s London team, led by Brit Carl Gotham, who’s been working on the car since 2017.

MG could have penned a retro pastiche of the MGB, but no – the Cyberster is resolutely modern. Yes, perhaps there are shades of the Corvette C7 at the front, and could that be a hint of Lotus Evija at the rear? And that long bonnet and stubby tail is pure Jaguar F-Type.

Whatever, it’s a stunning piece of design. And while those (slow) scissor doors become frustrating after a while, I can’t help but love the sheer lunacy of an MG having them.

The styling and the Inca Yellow paint – a £695 option and named after the shade available on the 70s ‘rubber bumper’ MGB – certainly make the MG stand out.

But you soon learn to dial down the speed as sadly the rest of the package lacks the precision you’d want from a sports car. At 1,985kg, the MG is a little too on the lardy side to trouble existing two-seaters such as the Mazda MX-5. With a 300kg-plus penalty over a BMW Z4, the extra pounds make themselves felt during cornering. It wouldn’t be too much of a problem if the chassis tuning compensated, but it doesn’t. There’s a precision that is lacking, and the suspension doesn’t improve things either – hit a bump and the body rebounds in a frenzy of shudders and wobbles.

On a smoother road and with the roof down, it’s a happier story. You can whizz along at a (very) decent lick, and providing the road is more fluid, the Cyberster makes a decent job of being an open-top GT. The boot is spacious enough for a couple of weekend bags, there’s decent storage behind the rear seats, and the interior quality is staggeringly good. If only the seating position wasn’t quite so MGF-like in being too lofty, and the steering wheel didn’t obscure quite so much of the screen real estate, then it would be nearly perfect.

The Cyberster, then, is no return to the classic days of British drop-top motoring, and it’s no razor-sharp driver’s car of the modern era. But when viewed as a starting point to a more sporting, charismatic MG brand, not to mention electric two-seater motoring in general, the Cyberster is a pleasing start.

Facts at a glance

• Price: £59,995
• Engine: Twin electric motors, 77kWh battery
• Power: 496bhp
• Torque: 725Nm
• Max speed: 125mph
• 0-60mph: 3.0 seconds
• Range: 276 miles
• Emissions: 0g/km CO2

By James Batchelor

The Land Cruiser has always been the choice of those drivers after an assured off-roader, but is that the same for a new one? Jack Evans finds out.

What is it?

The Toyota Land Cruiser is a car which, over more than 70 years, has represented the kind of no-nonsense capability that gets you where you need to be whatever the conditions. From the desert dunes to the heart of the rainforest, it’s the Land Cruiser that you’ll see – more often than not – doing the job of transporting people from A to B.

Translating all of that into a modern-day vehicle is tricky. Not everyone is on a cross-continent adventure, after all, so this new Land Cruiser has a job to deliver a rounded driving experience and one that can match with the likes of the Land Rover Defender and Ineos Grenadier. We’ve been seeing what it’s like.

What’s new?

There’s a lot that is new with the Land Cruiser and a lot that is not so new. From the outside, we’ve got the retro-influenced design which is bang on trend in the SUV market at the moment, drawing inspiration from previous generations of this off-roader while blending it with some newer, more modern touches.

But underneath, we’ve still got a traditional body-on-frame setup which is often seen as the go-to for rugged off-roaders, but which is a design that often doesn’t offer the more car-like refinement that modern SUV buyers often require. But you can tell that Toyota hasn’t pulled any punches when it comes to the Land Cruiser’s off-road tech; numerous driving modes, permanent four-wheel-drive, a low-range gearbox and a handy disconnect setting for the anti-roll bar to help boost wheel travel are all included to ensure that this car gets you where you need to be – no matter the conditions.

What’s under the bonnet?

You’ve not got a lot of variety in the Land Cruiser’s engine line-up – there’s just one. It’s a 2.8-litre turbocharged diesel which is similar to that in the previous model – and the one you’ll get in Toyota’s Hilux – which means 201bhp and 500Nm of torque. It’s not the most powerful, particularly given the Land Cruiser’s large size, but it’s still enough to equip this car with the maximum tow rating of 3,500kg.

It’s linked to an eight-speed automatic transmission, too. Toyota claims a 0-60mph time of 10.7 seconds and a top speed of 105mph alongside fuel efficiency of 26.4mpg. Toyota has already confirmed that a mild-hybrid engine option will join the range soon too and bring ‘smoother, quieter, yet more responsive performance’, according to the brand.

What’s it like to drive?

Things are all very traditional four-wheel-drive when you’re behind the wheel of the Land Cruiser. You sit very high, looking out over that squared-off bonnet. In fact, the square proportions of the Land Cruiser make it easier to park than you might expect and with a number of cameras and sensors, parking is less of a challenge than you’d think it would be. Around town the ride is jittery, but it does settle down as you gather a bit of pace.

With just 201bhp the diesel engine sure isn’t the most powerful – and isn’t as pleasant as the straight-six options you’ll find in both the Grenadier and Defender – but it does actually get the Toyota up to speed in good enough time, albeit in quite a noisy fashion. The gearbox is slushy and a little dim-witted, however. More irritating though is the Land Cruiser’s near-endless number of assistance systems. Fortunately, you can switch the traffic sign recognition off with the steering wheel controls, but other ones – such as the feature which alerts you when a car is behind – are simply too distracting to be useful.

How does it look?

Wherever it goes, the Land Cruiser makes quite a visual impact. Big, boxy and unashamedly brash, it’s a car which looks as rugged as its underpinnings help it to be. It’s got a great sense of the past, too, with the car’s blocky headlights helping to reference previous generations of the long-running Land Cruiser.

It’s available in a selection of cool-looking colours, too, with the blue shade of our test car giving this Toyota an even bolder look out and about.

What’s it like inside?

That feeling of assuredness is carried through to the Land Cruiser’s interior, where you’ll find all manner of chunky switches and dials giving you access to major controls. In truth, there’s an almost bewildering number of switches, but you do get your eye in with them soon enough.

The Land Cruiser is now a seven-seater as standard, too, adding an extra layer of practicality to this car. The rearmost seats are relatively squashed in terms of headroom, but legroom is surprisingly decent. Boot space is good enough, too, and while there’s not a lot of it with those rearmost seats in place, a handy 566 litres is there when they are. The handy glass pop-out section on the tailgate is a really useful feature, too.

What’s the spec like?

Toyota was a little overwhelmed by demand for the Land Cruiser – so much so that you can’t currently order a brand-new version from the firm’s website. Instead, you’ll be directed to second-hand stock which is currently trading for quite the premium. It’s expected that this will settle down once supply eases up. Just 3,500 First Edition cars came to Europe overall, too, but these will be followed by more standard Invincible specification models down the line. The FIrst Edition kicked off at £79,995, too.

At around £74,995, the Land Cruiser will still be an expensive proposition – even in Invincible specification. That said, you do get boatloads of equipment including dual-zone climate control, a full infotainment system and reversing camera alongside all of that off-road-focused technology. That price does still put it in the same league as its Ineos and Land Rover-made rivals, however.

Verdict

Toyota’s Land Cruiser has a heritage that many other cars would love to have. This latest model helps to continue that and still feels as true to its off-roading roots as ever. It’s certainly not as comfortable or refined as its contemporaries, but it’s got more than enough on its side to help contrast this shortcoming.

It is expensive – but then so are the cars it is going up against. If you want a rough-and-tough off-roader with some added luxuries then the new Land Cruiser will fit the bill – providing you can get hold of one.

Facts at a glance

• Model as tested: Toyota Land Cruiser First Edition
• Price: £79,995
• Engine: 2.8-litre turbocharged diesel
• Power: 201bhp
• Torque: 500Nm
• Max speed: 105mph
• 0-60mph: 10.7 seconds
• MPG: 26.5
• Emissions: 280g/km