Month: January 2025

The S/T is one of the most exclusive 911 models ever made, but what is it like to drive? Jack Evans finds out.

I know, I know. Another Porsche 911. For all intents and purposes this 992-generation car does look like any other one of Stuttgart’s finest. There’s a big engine slung right over the back and up front there’s a handy little ‘frunk’ for your weekend bag. In the middle, two seats and – surprise – a gearstick which appears to give you control over which gear you’re in. It’s a modern-day novelty, isn’t it?

But look a little deeper at this rather understated, toned-down 911 and you’ll see there’s something a bit special. At the back, you’ll notice the little golden ‘S/T’ badges and a celebratory plaque that blows imaginary candles for the 911’s 60th birthday.

While that interior might look similar to any other 911 cabin, the fixed-position bucket seats aren’t all that usual and behind them sits an impressively complex roll cage. All these little differences point towards something out of the ordinary – and that’s just the case with the 911 S/T.

For starters it costs – and breathe in – £231,600. While admittedly it’s less than the average cost of a home in the UK these days it’s still a Scrooge McDuck-diving-into-a-pile-of-coins load of cash and, as I sat aside one of my colleagues at the tiller of the S/T, I discovered that some are trading for as much as £480,000 on the used market. Gulp indeed.

While Porsche certainly does have form with its limited-run cars – and the inevitable ‘flipping’ of them afterwards – the S/T is far more than just a car with a few choice badges. It’s been put on a strict diet compared with a standard 992, with magnesium wheels, less insulation and thinner glass ensuring that the S/T weighs just 1,380kg – the lightest 911 of the generation, in fact.

And at the rear of the car sits an engine which is better suited to powering through Eau Rouge at Spa than tickling through the bends of a sodden south Wales mountain road. Cut straight from the unhinged GT3 RS, it’s a naturally-aspirated 4.0-litre flat-six developing 518bhp and 465Nm of torque.

Yes, it can do 0-60mph in 3.5 seconds and yes, it’ll pin to 186mph but the 911 S/T is so much more than the fact sheet.

Slot – as elegantly as you can – into the fixed-back bucket seats, gaze over the uncluttered steering wheel and with that engine growling into life behind you it’s clear that this is a car more about experience than lap times. For starters, the S/T is mesmerically tied down to the road as you whistle along. Remember, too, that this S/T hasn’t got the oversized rear wing that you’ll find on the GT3 RS and yet it corners almost too keenly, testing your nerve to see how long you’ll push through a bend – and it’s usually you that blinks first.

Sure, you could probably drive this car as quickly – if not quicker – if it were equipped with one of Porsche’s super-slick PDK transmissions but the sheer fact that you’ve got one of the most potent and dynamic engines of its time linked to a six-speed gearbox should be celebrated. It’s a dazzling star in the S/T’s universe of attributes, bringing a level of engagement that is often so lost on modern-day sports cars. Although, in classic Porsche fashion, the gears are a little too long – stay committed in second gear and you’ll soon be chatting to the local constabulary. It’d be nice to have a shorter throw but the action itself is a delight, all mechanical and metal-edged.

Wetter weather – naturally – arrives and this makes the S/T more of a handful. With cold, relatively slick tyres it’s a car you need to treat with care. Sure, it’ll still happily cork down a road at a reasonable speed but through sharp bends or off-camber sweepers the S/T will let you know that it’s very much in charge. You need your wits about you and with that price tag looming in your brain and the S/T’s one-of-1,963 build number bearing down on you, it’s not a car to take chances with.

But like other 911s the S/T still feels reasonably accommodating on a day-to-day basis. On the motorway, it’s a little boomy for sure but it sits at a steady cruise quite happily. The aforementioned frunk is actually quite roomy and there’s even a cupholder. You could call it user-friendly if you were being particularly nice.

But more than anything the S/T is honouring something that we don’t find in too many cars today – the unbridled joy of car, engine and road. Atop the ribbons of South Wales’ best routes, the S/T shines and while its price tag might be enough to put a thorn in the side of a Euromillions winner’s bank balance, it’s an example of what keeps us car lovers coming back to four wheels time and time again. It’s one of my highlights of the year as a result.

Facts at a glance

• Price: £231,600
• Engine: 4.0-litre naturally-aspirated flat-six
• Power: 518bhp
• Torque: 465Nm
• Max speed: 186mph
• 0-60mph: 3.5 seconds
• MPG (combined): 20.5
• Emissions: 313g/km CO2

The ID.Buzz has gained an even more spacious variant, but is it any good? Jack Evans finds out.

What is it?

The Volkswagen ID.Buzz has been the car to blend classic and modern van worlds. From the outside, it has all the eye-catching design hallmarks of the classic Volkswagen ‘bus’ yet underneath, it has a cutting-edge electric powertrain. Sitting as one of the most practical options within VW’s ‘ID’ range of EVs, it’s also there for those drivers who need a little extra space from their battery-powered vehicles.

But what if you need a little extra roominess? That’s where this model – the ID.Buzz Long wheelbase, or LWB for short – comes in. It’s got space for a seven and just a little more space than the already-spacious regular van. We’ve been trying it out.

What’s new?

The ID.Buzz sits on Volkswagen’s MEB platform, which is the same one that you’ll find underpinning some of the brand’s other electric vehicles. The theory is that with it, you’ll get a more car-like driving experience from this tall, boxy van while still getting all of the practicality inside that you could need.

It’s also a flexible platform, so it can be used on different-sized vehicles, from the ID.3 right the way through to this large, practical van. Or, if you need some extra space, it can be extended to provide room for seven seats – as is the case with this long-wheelbase version.

What’s under the bonnet?

The Buzz that we’re driving utilises a single motor mounted to the rear wheels – you can also get a dual-motor GTX for added performance – which generates a decent 282bhp and 560Nm of torque. As a result, you should get this big bus from 0-60mph in 7.7 seconds and onwards to a top speed of 99mph, which puts it among some of the sprightlier cars in this area.

In terms of range, the ID.Buzz’s 86kWh battery should, according to Volkswagen, deliver up to 286 miles from a single charge. A maximum charge rate of 200kW also means that you could get from five to 80 per cent in 30 minutes when you’re hooked up to a suitably rapid charging unit.

What’s it like to drive?

The ID.Buzz has some of those classic van-like touches that you’d expect to find given its size and shape. You sit reasonably high with a big dashboard out ahead of you, while the steering is quite light which makes it quite agile, even at slower speeds. But the acceleration you get in this model is hardly van-like at all and, in fact, can be quite surprisingly quick when you first step on the throttle in earnest.

The ride quality is good, too, and when you’re cruising along the Buzz remains quiet, with only a small amount of wind noise coming from the upright windscreen and large wing mirrors. The only issue is that because of the Buzz’s square shape and large size, it can’t deliver the best efficiency, with its miles per kWh – an EV equivalent of miles per gallon – far behind rivals, though few are as large and as spacious as this model.

How does it look?

To our eyes at least, Volkswagen nailed the brief with the look of the ID.Buzz. It’s got some brilliantly retro hallmarks in there, from the split-colour design that’s available across the range to the large, prominent VW badge on the nose. Despite having been on our roads for a while now, the Buzz still has a design which turns heads.

It’s not easy to distinguish this long-wheelbase version from the rest of the range, either, despite a wheelbase increase of 250mm. It’s only when you park it against other ‘normal’ cars that you realise just how long of a vehicle it is overall – though it’s still easy to park thanks to its boxy design.

What’s it like inside?

Of course, the big changes come inside. With this long wheelbase Buzz, you get three dedicated rows of seats and there’s space aplenty in each of them. Even those sitting in the rearmost chairs have a good deal of room to offer and there’s plenty of flexibility in terms of how you’re able to move and position each seat. In contrast to many seven-seater SUVs, there’s still plenty of boot space even with all seven people aboard – 306 litres, in fact. Fold the third and second rows flat and this can be expanded to a truly van-like 2,469 litres.

The Buzz is dotted with loads of other great features, too. There are USB-C charging points practically everywhere – so there should be no arguments about who gets to charge their devices – and you can even remove the central storage cubby between the front seats to make getting to the middle of the vehicle a bit easier when you’re parked up.

What’s the spec like?

You’ll pay £59,035 for a standard five-seater ID.Buzz and this only rises slightly to £59,545 for the seven-seater version, so there’s not much of a premium on this more spacious version. Our test Buzz, finished in higher-spec Style grade and equipped with a smattering of options pushed the cost up to £71,615 – which started to feel a little expensive, that’s for sure.

But on base ID.Buzz seven-seaters you still get more than enough equipment as standard, including 19-inch alloy wheels, a 12.9-inch colour touchscreen and both Apple CarPlay and Android Auto smartphone integration systems. So unless you’re desperate for more toys – like upgraded headlights and 20-inch alloy wheels – the standard specification should provide more than enough equipment while helping to keep the price down.

Verdict

Having a seven-seater version of the ID.Buzz with more space and practicality can only be a good thing. The good news is that it’s just as easy to drive as the regular model and while its electric efficiency isn’t the best, it delivers in pretty much every other area. It’s good looking and, providing you go easy with the specifications, brings quite a lot of vehicle for the money.

It was always odd that the Buzz wasn’t launched with a seven-seater option but now, given the tiny increase over the standard model, opting for this version seems like a no-brainer.

Facts at a glance

• Model as tested: Volkswagen ID.Buzz LWB
• Price: £71,615
• Engine: Single electric motor
• Power: 282bhp
• Torque: 560Nm
• Max speed: 99mph
• 0-60mph: 7.7 seconds
• MPG: NA
• Emissions: 0g/km
• Range: 286
• Maximum charging speed: 200kW

Our time with the Kamiq has sadly come to an end, but are we jumping with joy or shedding tears? Cameron Richards reports.

This week, I said farewell to my Skoda Kamiq, which I’ve been living with for nearly six months.

If we cast ourselves back to when I took delivery, I was very saddened by the sight of the empty space in the layby outside where the Kamiq’s larger brother, the Karoq, used to be parked. The reason is because that car does everything you could ever ask it to do. It’s practical, comfortable, well-equipped, refined and is packed full of quirky and handy features. So, when I was handed the keys to its smaller counterpart, I was still full of hope.

However, to start with, the Kamiq and I struggled to get along, and that’s not to do with how it looks, or its practical DNA, which is carried over from the Karoq. No, in fact the smaller 1.0-litre TSi turbocharged three-cylinder petrol engine and DSG automatic gearbox weren’t as smooth as the four-cylinder 1.5-litre unit found in the Karoq. Its engine sounded more coarse, the gearbox was hesitant and the acceleration wasn’t going to set the world alight. Immediately, I wanted my bigger, friendlier Skoda back.

The driving experience isn’t the most joyous, with numb steering that lacks any communication and it doesn’t have the quickest turn-in – but this is not a sports car at the end of the day, and the Kamiq feels just as anonymous as the Karoq in the driving stakes.

But, as the months rolled on, and I spent more time getting to know the Kamiq, I started to bond with it a little further. As it’s the Monte Carlo version, you get these rather lovely buddy-hugging sports seats which are very comfortable and do a great job eliminating backache on a longer journey. It also is very refined at speeds, despite the thrum from the three-cylinder engine and when I’m being careful, I can achieve over 55mpg – which is fantastic.

But, one fatal flaw not only with the Kamiq, but with Skodas in general is the wireless Apple CarPlay, which seems to have a mind of its own. Several times I’ve encountered disconnection issues, a blacked-out screen and volume problems. It’s infuriating, especially during a trip up to Surrey when Apple CarPlay did not resume on the screen and instead, I had to resort to the car’s in-built navigation system – which is nowhere near as good as Waze or Google Maps.

Just last month, the sound of doom sprung upon me when I heard the tyre pressure monitoring warning lamp come on – but thankfully it was just a case of resetting the system, which incidentally is very simple to do.

Thankfully, it’s not all doom and gloom and there have been plenty of occasions where the Kamiq and I have got on famously. The first thing was the fact that it’s got a manual handbrake, which is a lot nicer to use every day. Furthermore, a handy umbrella located in the driver’s door card, ice scraper in the fuel flap and a useful reversible rubber boot liner all help make your life that little bit easier day-to-day.

There’s been no issue from passengers, either. I’ve carried a few people in the back and there have been no complaints regarding space and features such as the full-length glass panoramic roof in the cabin helps to make it feel a lot lighter and airier.

As it’s smaller than the average SUV, parking too has been easy. Unlike lots of large SUVs – where you spend most of your time looking for spaces that are big enough to accommodate their large proportions – it’s not the same with the Kamiq.

All in all, as I watched the little Kamiq leave me, I wasn’t as saddened as I was nearly six months ago when its bigger brother left. But, that doesn’t mean it isn’t a good car – far from it. If you want a small SUV that’s also brimming with practicality, is frugal and looks good, the Kamiq is an excellent and sensible choice for young families. If you go for the larger 1.5-litre engine, just like the Karoq, it could be the only car you could ever need, while still being economical and having greater performance.

Facts at a glance

• Model as tested: Skoda Kamiq 1.0-litre TSi DSG Monte Carlo
• Price as tested: £32,205
• Engine: 1.0-litre turbocharged petrol
• Power: 114bhp
• Torque: 200Nm
• Top speed: 121mph
• 0-60mph: 10 seconds
• MPG: 40mpg
• CO2 emissions: 132g/km
• Mileage: 5,018

By Cameron Richards

The SV is packed with go-faster features and Cameron Richards has been testing them out.

Range Rover has gained a reputation over the years for building some of the best off-roaders on the planet. Their rugged go-anywhere capability has made them a firm favourite and the badge of choice in the glitzy world of Hollywood and celebrities. Furthermore, their extensive luxurious nature and feel have given them that Swiss Army knife image which makes them hugely popular all over the globe.

Back in 2005, the firm launched the Sport as the company’s first entry into the driver-focused world of sports utility vehicles. However, it was still taller than any car of that nature – even with the lower ride height and sleeker body. Instead, it became a cheaper alternative to the full-fat Range Rover and was one of the best-selling models in the range. Now, close to two decades on and the firm has taken its Sport to the next level with more power and a couple of special editions along the way that would put even Ferraris and Lamborghinis to shame.

Now, we have the SV Edition One – the most powerful and hardcore Range Rover with a rather eye-watering price tag of £185,000. But, is it any good? Well, at this year’s Road Test of the Year event, we’ve been finding out.

Looking at the exterior, we’d have to say, for a car that cost nearly £200,000, it’s a little disappointing that this SV doesn’t look as wild as versions from the previous generation. In fact, from certain angles and with the exception of the massive 23-inch wheels, you could mistake it for a standard Range Rover Sport. However, some might like the stealthy, under-the-radar look, but for a car to stand out, the SV does not cut it in this department.

Inside, things get better with sports bucket seats that feature an illuminated SV logo and the interior is awash with leather, carbon fibre and piano black trim. It’s all typical Range Rover when it comes to equipment with a large touchscreen infotainment system that includes wireless Apple CarPlay and Android Auto, as well as a rear view mirror that doubles up as a rear-facing camera.

So, what’s it like to drive then? For a big beast like this, it drives very well. Don’t expect it to handle like a Porsche 911 or Toyota GR Yaris but Land Rover has done a superb job making the SV handle like a proper car. The steering is precise and the whole car goes around a corner with little lean from that high-riding body. What’s more, instead of traditional anti-roll bars, the boffins at JLR have developed a special hydraulic circuit called a 6D Dynamic Suspension system – which is a world first.

The system responds to different driving styles and saves up to eight kilograms compared to a standard suspension setup. Furthermore, it reduces the pitch when accelerating and braking making the whole driving experience smoother and less floaty. It’s not as ‘boat-like’ as a usual Range Rover, as a result.

On a long journey, this hardcore Range Rover really is a lovely place to sit and is the perfect mile muncher, although the bucket seats may not be as sumptuously comfortable as the standard car’s seats. The SV comes fitted with a 4.4-litre BMW-derived V8 petrol engine that is boosted with a mild-hybrid system to improve its economy. Our test car was getting just over 26mpg on a good run – which isn’t bad at all. This engine also packs a whopping 644bhp and 750Nm of torque making it one of the most powerful Range Rovers there has ever been. Acceleration is pretty brisk with a 0-60mph time of just 3.7 seconds and the SV will go on to a top speed of 180mph.

In terms of space and practicality, buyers will have no problem at all with fitting their luggage into this very large vehicle, and the rear seats are electrically operated – plus the standard air suspension can be lowered from the boot at the press of a button to make the load lip lower for those of a shorter disposition. Rear passenger space is good with loads of room and there are plenty of adjustments in the seats for all occupants to get very comfortable. So, considering this is a performance Range Rover, it still wears its sensible shoes in many areas.

As an overall package, the SV really is an impressive piece of kit. It’s very fast, great to drive and is flooded with quality and luxurious features. It also maintains its go-anywhere capability and people will love the lofty driving position. However, its Achilles heel has to be that price tag. Why you would want to pay almost £100,000 more over the standard car which is just as capable of going off-road, just as comfortable and will be cheaper to run? Plus, even though the performance figures are impressive, the target market for the Range Rovers normally cares more about how they look, rather than how quickly they can arrive at their destination.

Facts at a glance

• Price: £185,360
• Engine: 4.4-litre V8 mild-hybrid petrol
• Power: 626bhp
• Torque: 750Nm
• Max speed: 180mph
• 0-60mph: 3.5 seconds
• MPG (combined): 23.9mpg
• Emissions: 270g/km CO2

By Cameron Richards

For many, plug-in hybrid tech is seen as a stepping stone to full EV ownership. Nigel Swan has been finding out if that is really the case.

As the winter draws in, the days get shorter and the temperature starts to head south, life in our 308 shows no sign of easing up. Already we’ve reached five figures on the trip computer, but pretty much all of them have been in absolute comfort and stress-free.

There’s no question our long-term Peugeot is a comfortable place to be, the seats are well-padded and supportive but what really makes them shine on the bleakest of December mornings is the heat and massage functions which makes longer journeys just that little bit more bearable. This isn’t a standard fit though; the Alcantara driver and passenger seat pack costs an additional £990 and if you wanted to warm your fingers up on the heated steering wheel after scraping the ice off your windows, then that’ll be an additional £150. Obviously, it’s a worthwhile addition, especially at this time of year.

The only issue we’ve actually had so far is with the reversing camera. The plastic mount which holds the camera has popped off which means the camera is dangling. I suspect that with the boot being manual, rather than electric, the closing of it loosened it a bit or made it pop off altogether. Will have to pop into Peugeot to get that sorted.

One of the big jobs this month, which the Peugeot was in support of, was a video project where we went to an Electric Car specialist to film an advice video about what to look for when purchasing a used electric vehicle. It was interesting to hear their thoughts on hybrids too, as there was a sense of derision when I pulled up onto the forecourt with our PHEV.

Personally, I would have thought that, for many, a plug-in hybrid would be a great stepping stone into electric car ownership. But they seemed to stress the greater benefits of owning pure electric rather than a mix of both. However, II walked away from the shoot still confident that a PHEV was still the right choice, especially for me and my type of driving.

There’s still a bit of getting my head around the infotainment system. I mean, for what I need it to do, it works really well. It’s a bit slow to get going, and sometimes when I’ve got a route planned into the navigation, and then get a phone call at a pivotal part of the journey, the screen gives the call preferential treatment over telling me where I need to go. I can of course change this, but trying to do it through the menu screen while keeping my eyes on the road, and having a conversation, is a bit too much for my brain to take.

One of the useful tools that come as standard on the navigation though is speed camera detection. It’s not groundbreaking and many cars feature them, but it’s a useful tool to have especially when you’re cruising on the motorway.

I’ve been having a good delve into the official figures for our Peugeot this month and trying to see how they stack up in the real world. For example, the press information claims our car is capable of between 199.4 and 242.7 miles per gallon. But the thing is, that’s based on the fact that the battery has some charge in it. And even when doing longer journeys, I tend to find I get around 400 miles from a full tank – with the battery starting on a full charge. The official figures also claim that I should get around 35 miles of EV-only motoring, which in reality is closer to mid to late 20s.

For many though who’ll use it on pure EV mode to get to and from work or for the school run, that would be more than enough, but I’m not a fan of how the fact that it’s an EV can skewer the figures somewhat and make it look somewhat deceiving.

Marley, my large Staffordshire bull terrier, is appreciating the boot space though, especially after the somewhat cramped boot space of the previous long-termer the C5 X. With the rear seats up it offers 548 litres of space, expanding to 1,574 litres when they’re folded down. It has also come in particularly useful for the tip run too.

We’re heading into our final month now with the Peugeot, and yet more miles are planned, with a couple of trips up to the northeast, and the south coast. No doubt once it’s handed back, there’ll be a good deal available on a rather leggy Peugeot estate entering the used car market.

Facts at a glance

• Price as tested – £46,620
• Engine – 1598cc
• Power – 225hp
• Torque – 360Nm
• 0-60mph – 7.6 seconds
• Top Speed – 146mph
• Range – ev – 35miles
• Emissions – 29 g/km CO2
• Mileage – 11,398 miles

By Nigel Swan

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.