Author: Jack Evans

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

The 1 Series has always proven to be a popular choice, so what can a new version bring to add to the equation? Jack Evans finds out.

What is it?

It’s hard to emphasise just how important the 1 Series has been for BMW. Not only has it provided a gateway into the brand but it has also morphed into a platform for this company’s designs and acted as a way of bringing some of its very latest technology into the mainstream. Now, there’s a new one and while things may have been stripped-back, it still aims to be just as successful as the car it replaces.

While you could argue that this is more of a facelift than a brand-new model, BMW is insistent that it is very much a new-generation 1 Series – and we’ve been driving it to see what has changed.

What’s new?

Now into its fourth generation, this new 1 Series aims to deliver a sharper, more focused driving experience while bringing better efficiency than before. It’s also equipped with BMW’s latest in-car technology – including a brand-new operating software – that we’ve seen applied to other cars within the range.

But at the heart of the 1 Series, you still need this rather ‘everyday’ hatchback to deliver the premium experience that you’d expect from a BMW but with the standard practicality associated with a traditional hatchback. With all manner of crossovers and compact SUVs challenging the 1 Series, its work is more cut out than ever – that’s for sure.

What’s under the bonnet?

BMW has taken the scissors to the list of engines available with the 1 Series and reduced it to just two. You can get the car we’re testing today – the 120 – and the range-topping M135, which will be the best choice for those looking to travel a little quicker. You might notice that both cars have lost the ‘i’ lettering after their respective names and that’s due to BMW’s use of the term on its electric vehicles – it’ll be reserved for EVs alone, from now on.

However, the 120 uses a 1.5-litre turbocharged petrol engine and from that you’ll get 168bhp and 280Nm of torque, which is enough to get this car from 0-60mph in 7.6 seconds and onwards to 140mph. With mild-hybrid technology coming as standard to assist the petrol engine, BMW claims that you could get up to 53.2mpg combined with CO2 emissions standing at between 121 and 135g/km CO2 depending on wheel size.

What’s it like to drive?

The 1 Series has always focused on driver engagement – beyond that offered by rival hatchbacks – and in many ways that is still present here. The handling is sweet enough and even on this ‘regular’ 1 Series the 1.5-litre engine provides a decent amount of performance as and when you need it, with the seven-speed automatic gearbox shifting pleasantly through the gears. The body and chassis are stiffer than before and it shows, with the 1 Series exhibiting very little lean through the bends.

But the ride on our M Sport-specification car is simply too firm for everyday driving and, when coupled with reasonably large alloy wheels, makes this into a car which doesn’t feel all that happy when driven around town. As a result, we’d be leaning away from specifications with larger wheels and firmer suspension to help preserve a more day-to-day ride quality.

How does it look?

BMW has certainly finessed the look of the 1 Series from the outside and it’s bound to get people talking. Certainly, the previous-generation switched things up completely compared with the car that replaced it, while its move from rear- to front-wheel-drive was just as controversial. So it seems that this new car brings in a distinctive new look to help establish itself in the market just as keenly.

It’s a slightly larger car than before – measuring 42mm longer and 1.8mm wider than before – but with its lower-looking front end, the 1 Series is a little more dynamic to look at than before. Plus, you can get all manner of M Performance parts – some subtle, some not-so – if you’d like to personalise your car further.

What’s it like inside?

Straight off the bat, the material quality in the 1 Series feels top-notch. Those sitting up front get plenty of pleasant-feeling finishes to interact with and while the 1 Series is now made with entirely Vegan-friendly materials – which sadly often means ‘plastic’ – it’s all quite warm and well-made inside the cabin. The steering wheel controls are easy to use and the main display has some handy shortcuts to operate closer to the driver.

But in terms of boot space, the 1 Series has taken a serious kicking for this latest version. In fact, the fitment of the 48-volt mild-hybrid system has seen luggage capacity tumble to 300 litres from 380, a serious knock-back in terms of overall practicality. That puts it well behind rivals such as the Audi A3 and Mercedes A-Class and puts a significant dent in how usable this car will be day-to-day. Oddly enough if you switch to the faster M135 – which does without mild-hybrid assistance – you get the full 380 litres of boot space that you would’ve got in the older car. So to get the most practical model you need to get the most expensive and least efficient one – which seems like an odd move.

What’s the spec like?

The new 1 Series will kick off from £31,065, which is about on the right side of things for this area of the market. One of the big new inclusions is the widescreen infotainment display which is powered by BMW’s latest Operating System 9 software. Relayed through the 10.25-inch main display and the 10.7-inch control readout ahead of the driver, it’s packed with functions and features, enabling all sorts of controls. For example, you can even download games to play while you’re stationary, or channel into a variety of streaming services.

Heated seats come as standard across the board, too, while a range of safety functions such as front collision warning, lane departure warning and traffic sign recognition all come from the off to help bolster the value-for-money aspect of the 1 Series.

Verdict

The 1 Series feels like it has taken a few steps forward in many areas and a step back in others. For one, it still feels dynamic and the cabin does feel well made and pleasantly specified for the money. The 1.5-litre engine is also punchy enough without forsaking overall efficiency.

But it’s such a shame that the added eco-friendliness of this powertrain has come at the expense of overall practicality, which is one of the key reasons why most buyers look to get a hatchback in the first place. Make no mistake this is still a very solid entry point to the BMW range, but one which doesn’t feel quite as usable as before.

Facts at a glance

• Model as tested: BMW 1 Series
• Price: £31,065
• Engine: 1.5-litre turbocharged petrol with mild-hybrid technology
• Power: 168bhp
• Torque: 280Nm
• Max speed: 140mph
• 0-60mph: 7.6 seconds
• MPG: 53.2mpg
• Emissions: 121-135g/km

The latest Peugeot electric SUV now comes with a variety of powertrains to suit all buyers. Cameron Richards tries the electric version.

What is it?

Like with a lot of cars these days, the latest generation of Peugeot 5008 has morphed itself from the bland and boxy MPV sector into the booming and brimming world of SUVs.It’s not uncommon for manufacturers to move a well-known nameplate into a different sector of vehicle, and now with buyers turning away from family saloons, estates and people carriers, it only seems right to target the market which sells incredibly well. Enter the new 5008 – a car which is no longer an MPV, but is now one of Peugeot’s latest SUVs.

What’s new?

Not only does this new car have a new body and interior, but you can now buy the 5008 with an electric powertrain. Badged the ‘E-5008’ there is a choice of two electric battery packs and you can even get the standard car with a plug-in hybrid variant, too.What’s more, there is more on-board technology than before and the interior has improved storage facilities and space as well. Importantly for space-conscious buyers, the new E-5008 is a full seven-seater – though a five-seater version will be coming next year if you don’t need that extra passenger-carrying ability.

What’s under the bonnet?

There is plenty of choice for buyers with hybrid, plug-in and electric versions on offer.

We’re driving the E-5008 which comes with a 73kWh battery pack and electric motor that offers 212bhp and 250Nm of torque. It takes the car from 0-60mph in 9.5 seconds and onwards to a top speed of 106mph. Peugeot claims this version can do a total distance of 310 miles on a single charge and all versions of the E-5008 come with 160kW DC rapid charging taking the car from 20 to 80 per cent in half an hour.

Later down the line, you’ll be able to get the E-5008 with an all-wheel-drive Dual Motor setup also with a claimed 310 miles of range, and there will be a larger 98kWh Long range version that will bring up to 415 miles between trips to the plug, making it the best in class for its EV range.

What’s it like to drive?

Been out driving the electric and hybrid versions of Peugeot’s new E-5008 and 5008. Driving impressions will be revealed on 25th September. pic.twitter.com/9Ep9vK5jF5

— Cameron Richards (@CamRichards13) September 18, 2024

Lots of SUVs try to mask their identity by giving the buyer a sportier driving experience, but that isn’t the case with this big Peugeot. Instead, comfort is the main focus here. The drive itself is rather bland with not a lot of feel through the steering wheel and unlike a lot of EVs with their instant torque and acceleration, it doesn’t feel relatively brisk – even in sport mode.

Where the E-5008 scores well is with its refinement. On the open road and motorway, it’s quiet, smooth and comfortable – plus there is little wind and road noise, too. Thanks to its large glass areas, visibility is also excellent which makes this rather large car easier to manoeuvre in town.

Our test car is the GT, which comes on bigger alloy wheels, however, the ride did not feel crashy or hard and the suspension does soak up lumps and bumps rather well.

How does it look?

The new E-5008 looks like the firm’s smaller E-3008 that’s been on a rather hefty diet. In keeping with its MPV routes, the car still remains rather tall and has a slab-sided profile.

At the front, you’ll find Peugeot’s latest design language, which features more prominent lion-claw LED daytime running lights and a chequered front grille. Meanwhile, at the back, the lion-claw theme continues onto the rear taillights and our test car’s larger alloy wheels make the whole car stand out even further. There is also a gloss black lower rear bumper and the wheel arch covers and lower body mouldings are also finished off in gloss black, too.

What’s it like inside?

It’s all typical Peugeot with the wraparound dashboard design and the centre screen that is all angled towards the driver to give that sportier edge. However, compared to the old car, which used physical toggle switches for its shortcut menus, this new car uses a small touchscreen which isn’t as intuitive compared to a traditional setup, as you find you take your eyes off the wheel when operating them.

However, the design itself is very stylish with a nice array of soft-touch materials used throughout and there is a nice fabric effect that runs on the dashboard through onto the door cards. Storage is also decent, with a large centre box and decent-sized door bins, making the interior very practical.

Where this Peugeot really shines is with its boot space capacity. With five seats in place, there is a total of 916 litres, making it larger than both the Volvo EX90 and Kia EV9. With all seven seats placed, you get a total of 348 litres – which is still impressive. However, when all the seats are folded down, the space extends to a whopping 2,232 litres making this Peugeot one of the best in class when it comes to room in the back.

What’s the spec like?

Peugeot likes to keep it simple with the E-5008 and only offers a selection of two different variants being Allure and GT.

No matter which trim you go for, there is a generous amount of standard equipment with the entry-level model featuring LED headlights, reversing camera, power folding door mirrors and tri-zone climate control.

We’re driving the GT which starts at £52,350 in electric form – which is rather pricey. However, it does boast 3D LED rear taillights, alcantara upholstery, heated front seats, an electric tailgate and 20-inch black diamond cut alloy wheels.

Verdict

This new Peugeot E-5008 has moved the game on when it comes to seven-seat electric SUVs. It’s better looking, is packed with a lot more on-board technology and there are a wide choice of powertrains for an eclectic mix of buyers.

However, its driving experience isn’t as sharp compared to its looks or the old car for that matter, and prices are rather steep. But, if you take into account its lower running costs and rather practical interior, then the E-5008 does make a lot of sense for those larger families wanting to go electric.

Facts at a glance

• Model as tested: Peugeot E-5008 GT 73kWh 210
• Price as tested: £52,350
• Engine: 73kWh battery pack
• Power: 213bhp
• Torque: 250Nm
• 0-60mph: 9.5 seconds
• Top speed: 106mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 310 miles
• Charging speed: 160kW

By Cameron Richards

With more and more choices available for those in the market for a large and practical SUV, what does the 3 offer? Cameron Richards finds out.

What is it?

Polestar has become a well-known brand here in the UK ever since it launched its ‘2’ electric SUV back in 2020.

While it used to be the sub-brand of Volvo, Polestar decided to go its own way and start to focus on its electric vehicles while decarbonising its manufacturing processes to reduce its impact on the wider world.

Having surpassed 30,000 sales in the UK alone with its one and only model, the 2, the firm is now stepping things up with a couple of brand-new SUVs.

The 3 is the latest addition to the company’s model portfolio and has the BMW iX and the new Volvo EX90 in its sights. We’ve driven it here in the UK to find out what it’s like.

What’s new?

This is the firm’s latest model that will be competing in the forever-growing electric SUV market.

It sits on the latest SPA2 EV platform which is shared with Volvo for its latest EX90 model, too.

The car features some of the latest on-board technology as well as over-the-air updates to keep the car’s software up to speed. Plus, there is an array of different option packs to help the consumer choose the right version for them.

What’s under the bonnet?

There’s just one battery pack available on the 3 – a large 111kWh unit – but from there, you’ve got three different motor setups to choose from.

There is a rear-wheel-drive Long Range version with a single electric motor that Polestar claims can do up to 403 miles on a single charge. It gives out 295bhp and 490Nm of torque, too.

On top of this, there is an all-wheel-drive dual motor version that bumps power up to 483bhp and increases torque to 840Nm – but the range drops to a claimed 392 miles.

Finally, you can purchase this version with a Performance Pack — which we’re driving. It cranks up the power even further to 510bhp and 910Nm of torque – but expect a total distance of up to 348 miles between trips to the plug.

All versions are compatible with 250kW DC rapid charging, taking the car from 10 to 80 per cent in half an hour.

What’s it like to drive?

This new Polestar is one of the first EVs to come as standard with torque vectoring. This enables different amounts of power to be sent to each wheel to help improve cornering, stability and overall performance and you can definitely feel it working here. Considering the 3 is such a big vehicle, it corners almost flat with acres of grip which really does inspire confidence on a twisty road. The acceleration in this Performance Pack car is mesmerisingly quick — but the way it builds up speed is very smooth and progressive.

On the motorway, its refinement is superb with very little wind and road noise intruding into the cabin – making it the ideal motorway mile muncher. What’s more, the seats do a tremendous job of supporting you as well as being as comfortable as possible. The air suspension means the car floats along with very little in the way of the car getting nervous or upset over imperfections in the road – it really is a comfortable car to drive.

The only negatives are due to its sheer size, feeding through small towns can be a bit of a chore. Also, Polestar still puts almost every control through the infotainment screen which can be a pain to use on the move — especially simple things like adjusting the mirrors. But, at least it’s all displayed in big text so you don’t press the wrong feature at any given time.

How does it look?

As the 3 sits on the SPA2 EV platform, its ride height is higher than the ‘2’ and ‘4’ models in the firm’s line-up. Although it’s a subjective matter, the Polestar 3 does stand out from the crowd with its curves and kick-up rear window design.

Meanwhile, design cues from the ‘2’ are noticeable throughout with the slim front headlights and sloping roofline. Also, there are a wide choice of alloy wheel sizes including our car’s 22-inch design that don’t affect ride comfort, either.

What’s it like inside?

Minimalism is what the brand wants to achieve and likewise with the smaller ‘2’, the 3 delivers that with a light and airy cabin that wants to focus on space and comfort, without too many physical controls to complicate things. A lot of the materials used throughout are sustainable to help keep with the company’s plan to decarbonise its manufacturing process.

In terms of tech, there is a portrait 14.5-inch central touchscreen that has Android developed software and it features apps such as Google Built-in. The seats are of a similar design of those from Volvo, which is no surprise considering Polestar used to be the sub-brand of the Swedish brand.

Storage is excellent with a large centre cutout under the centre console, as well as a decent armrest with storage and massive door pockets.

In the back is where things step up a gear with acres of head, leg and knee room and the completely flat floor means three people can sit comfortably in the back, too.

Boot space on the other hand stands at 484 litres or 1,411 litres with the seats pushed down, which is a shame because cars like the BMW IX offer more room here. It also doesn’t feel as deep as it could be, which is frustrating for what is an otherwise very practical car.

What’s the spec like?

The Polestar 3 comes with a choice of different option packs instead of trim levels to make it easier for the buyer.

Options include the Performance pack which includes 22-inch wheels, a tuned chassis and different software. There is also a Pilot pack featuring a 3D camera and lane change assist as well as a Plus pack which includes a 25 speaker Bowers and Wilkins sound system.

The range kicks off at £69,900 for the Long range Single motor variant, however we’re driving the Long range Dual motor Performance which starts at £81,500.

Verdict

Polestar shouldn’t be worried about its new 3 because it’s a very good and plush electric SUV. It faces some stiff competition but regardless of that, consumers will still like the vast array of standard equipment levels, superb quality and comfort levels as well as its dynamic driving experience.

The looks may not be to everyone’s taste, but that’s a matter of opinion and in this instance, Polestar could be onto something that could steal the crown away from its German competitors.

Facts at a glance

• Model as tested: Polestar 3 Launch Edition Dual motor Performance, Pilot and Plus pack
• Price as tested: £90,200
• Engine: 111kWh battery
• Power: 510bhp
• Torque: 910Nm
• 0-60mph: 4.5 seconds
• Top speed: 130mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 348 miles
• Charging speed: 250kW

By Cameron Richards