German firm outsold other big manufacturers such as Ford and Vauxhall.
Volkswagen was the most popular brand in 2024 with 166,304 vehicles sold during the 12-month period.
That’s according to the latest figures from the Society of Motor Manufacturers and Traders (SMMT), which show that the German brand’s total sales were up by 2.5 per cent on the 162,087 vehicles it sold the previous year.
It also means that Volkswagen outsold a number of key rivals, including Ford and Vauxhall, which posted respective sales of 109,955 and 100,417.
Nissan, meanwhile, registered 100,446 cars during 2024 while Mercedes edged ahead slightly with 102,757 vehicles. BMW registered some 125,265 vehicles, too, while Kia posted just over 112,000 cars registered for the year.
The Polo was among some of the most popular cars in 2024
Rod McLeod, director of Volkswagen UK, said: “I am delighted that Volkswagen is once again the top-selling new-car brand in the UK – and with a healthy gap between us and the next closest brand in the market. The results announced today underline the quality and popularity of our range, and of course our fantastic network of Volkswagen Retailers, who continue to deliver outstanding customer service.
“The past 12 months have had many highlights, including Golf’s 50th anniversary, the re-introduction of Match trims, and glowing reviews and awards for new models including the ID.7, Passat and Tiguan.”
The Volkswagen Golf was the brand’s best-selling model during 2024 with 33,370 registrations being recorded for the newly updated hatchback. The Polo was also among the top 10 best-selling vehicles for the year.
The GV60 has been around since 2021 and is the firm’s smallest model in its line-up.
Genesis has introduced several updates to its electric SUV, the GV60.
On the outside, the SUV receives a redesigned front bumper and new headlights that feature microlens array technology – which was first seen on the brand’s flagship G90 saloon, which isn’t offered here in the UK. The microlens array technology gives a more precise and clearer headlight beam image from utilising dozens of tiny modules from compact light units.
The car sits on 21-inch alloy wheels with a five-spoke design, as well as body-coloured wheel arches and bumper accents.
Inside there is a 27-inch connected car integrated cockpit. (Genesis)
Inside, the updates continue with what Genesis calls its connected car integrated cockpit or ‘CCIC’ for short. The interface screen is 27 inches and shows driver, audio, visual and navigation information. Added to that, there is a new three-spoke steering wheel design, too. Other details such as the rotating ‘Crystal Sphere’ gear selector remain the same as in the previous model. Further details on the updated GV60 will be revealed later this year.
The exterior features a redesigned front bumper and new headlights. (Genesis)
Genesis hasn’t revealed whether the powertrains for the updated GV60 will change either. But, if they remain the same, that means the car will utilise a 77.4kWh battery pack throughout the range with a choice of either a single-motor rear-wheel-drive layout or dual motor all-wheel-drive powertrain with either 313bhp or 483bhp.
Prices and order on-sale dates are yet to be revealed, but it’s likely that this new updated model will cost around the same as the old model which started at £54,105.
One of Volvo’s smallest SUVs has undergone a name change, again. But, is it still as good as its competition? Cameron Richards finds out.
What is it?
(Volvo)
Volvo has a long history of making practical family-friendly cars over the last five decades. It came as a big shock last year, that the Swedish firm has stopped selling its V60 and V90 estate cars in the UK, due to the demand for SUVs.
However, fast forward 12 months and the company realised that was a mistake and put the two estates back on the UK market.
But despite this switch, it is Volvo’s range of SUVs which continue to be the brand’s big-sellers. Volvo has five EVs in its line-up – all of them SUVs – and a further five in development, and one of the latest is the EX40, which was previously known as the XC40 Recharge. But is it any better than what it was before? Let’s find out.
What’s new?
(Volvo)
Previously called the XC40 Recharge, the EX40 is Volvo’s second-smallest SUV, sitting above the EX30 in the range.
Not a lot has changed compared to the old Recharge variant. In fact, it is virtually the same car with some new badging.
That means you still get the boxy XC40 body style alongside the smoothed-off front grille and portrait infotainment system with Google Built-in, as well as sustainable materials used throughout the cabin such as for the seat upholstery and on the dashboard.
What’s under the bonnet?
(Volvo)
The EX40 comes with a choice of three different battery packs including a 69kWh, 78kWh and 82kWh unit.
We’re driving the 78kWh Single motor Extended range model that comes with an electric motor and rear-wheel-drive that develops a total of 248bhp and 420Nm of torque. Acceleration won’t set the world alight, dispatching 0-60mph in 7.1 seconds before running onto a top speed of 112mph.
Volvo claims this version can do a total distance of 342 miles between charges and that DC rapid charging is compatible with a maximum charging rate of 175kW – taking the car from 10 to 80 per cent in 28 minutes.
Other versions in the range include a smaller Single motor model and a more expensive Twin motor variant that features all-wheel-drive.
What’s it like to drive?
(Volvo)
Volvo’s tend not to offer the most scintillating driving experience and the EX40 is no different. To drive, the steering is quite slow and doesn’t inspire a great amount of confidence when going around corners. There is not much feel through the wheel, making the whole experience feel rather numb. The rear visibility is also poor due to the rear upright headrests and kick-up rear window design that makes those reversing manoeuvres a tad tricky – plus the reversing camera is rather small and has low-definition graphics.
On a more positive note, to travel long distances, the EX40 still offers a very pleasant and composed experience with the front seats offering excellent levels of support, and our test car is riding on 20-inch alloy wheels – but the ride still felt smooth and refined.
Talking of refinement, the cabin is well insulated from outside noise and due to the lack of an engine, there aren’t any vibrations or droning either. On a long run, the EV range also doesn’t deplete too much – even in the colder months – giving less range anxiety and more confidence to travel greater distances.
How does it look?
(Volvo)
It comes as no surprise that the EX40 is essentially an XC40 without an engine, and that means the only difference is the removal of a front radiator grille.
The rest of the car is all typical Volvo with slim front headlights and a rather boxy side profile along with the rear window all the same as the one you’d find on the combustion-engined model.
Our test car also comes with a two-tone roof and larger 20-inch alloy wheels which does make the car stand against a cheaper version and at the back features the usual tall and curved tail lights and boot lid.
What’s it like inside?
(Volvo)
The interior of the EX40 is starting to feel its age as it’s essentially an XC40 – which has been around since 2018.
However, all the materials used are very soft to the touch, the portrait screen is clear and easy to read and there are plenty of storage areas – ranging from the large door bins and big centre console area.
One irritation is the lack of wireless Apple CarPlay, which for a car costing over £55,000 is a little mean.
In the back, the EX40 provides lots of head, leg and knee room – despite our car’s panoramic glass roof. Boot space stands at 410 litres or 1,286 litres with the rear seats folded down – and they do lay flat. What’s more, there’s a nifty little ski hatch to slide longer items to the back and the false floor doubles up as a divider to stop your shopping from sliding about and separating it from other bits of luggage.
What’s the spec like?
(Volvo)
When choosing an EX40, the range carries the same names for its trim as on a lot of other Volvo models – such as Core, Plus and Ultra.
The EX40 does start at nearly £10,000 more than its petrol-derived XC40 making the car look rather expensive.
The base-level Core starts at £44,601 and features Google Assistant, a powered tailgate and wireless phone charging. Move up to the Plus at £50,487 and it adds ambient lighting, blind-spot monitoring and adaptive cruise control.
We’re driving the top-of-the-line Ultra with the Single motor Extended range powertrain, which comes in at a steep £55,480 with it boasting a panoramic roof, a Harman Kardon premium audio system and pixel LED headlights.
Verdict
As a package, the EX40 is a practical and easy-to-live-with EV that focuses very much on comfort and refinement.
It is starting to show its age in places and the bland driving experience doesn’t help either. But, there’s no denying that this EV does everything you want it to do in a stress-free and relaxing manner.
Facts at a glance
Model as tested: Volvo EX40 Ultra Single Motor Extended Range 78kWh
Price as tested: £55,480
Engine: 78kWh battery pack with single electric motor
When you’re ordering your new car or even buying a used one, the manufacturer or supplying dealership may throw in a little extra to sweeten the deal.
When you’re purchasing a new or used car, sometimes the seller will offer a few extras to make ownership of your new set of wheels a little bit easier.
This is not a new gesture that motor traders have recently come up with. In fact, extras as part of your new or used car purchase have been around for a number of years and now, there are more options than ever before.
Whether you’re buying a combustion-powered or electric vehicle, there is something that can brighten up the deal, especially if the purchase is a rather expensive one.
We’ve compiled a list of some of the extras you can receive when you sign on the dotted line for your next car.
Warranties
Warranties are there to protect you from any expensive bills. (Volkswagen)
This mainly applies to used vehicle purchasing, as new cars all come with a manufacturer warranty when they are registered.
If you’re buying from a used car dealer, enquire as to what types of warranties they off. Used cars can be a lot less reliable than a brand new one, so make sure if the dealer throws in a warranty as part of the deal that it covers mechanical and electrical components. Some of these warranties are very limited, but lots of used garages will offer anything between a three to 12 month warranty for that little bit extra peace of mind.
Under the Consumer rights act 2015, any used car bought from a dealer must come with a warranty, but it’s up to the seller to decide how long the period of warranty wants to be. Remember too that there are plenty of third-party warranty providers that specialise in older cars, so this could also be an option.
Service plan
A service plan can make annual maintenance costs cheaper. (PA – Ian Nicholson)
A service plan is a great way to save money and make sure that your car is looked after. When it comes to annual maintenance, it can be rather expensive for a full service and MOT, but a service plan will allow you to pay in monthly installments, so when the time comes to have any work done – you’ve paid for it throughout the year with no major lump sum.
As part of new car deals, a service plan can make ownership that little bit easier and less stressful and makes sure that your car is always looked after. Depending on the car you buy, the length of time your finance contract or how long you own the vehicle will all differ on how much the monthly repayments will cost.
Paint protection
Lots of car manufacturers, especially the ones selling premium and exotic vehicles will want to sell you paint protection. These can range from a variety of different options such as ceramic coatings or even paint protection films known as PPF.
A ceramic coating will be applied to your new vehicle’s paintwork which then acts as an extra coating to the car’s paintwork which makes it repellent against water, dirt, grime and any other elements that could damage the lacquer or clear coat. Most ceramic coatings come with a warranty and will vary depending on the company who supplies it. But the substance can last up to as long as 10 years.
Paint protection film on the other hand is a clear translucent film that goes over your car’s paintwork which essentially makes it scratch proof. It’s also designed to prevent your car from getting stone chips, protects from the uv radiation and any other minor abrasions that may occur. You can still wash your vehicle in the same manner if either PPF or ceramic coatings are applied, but it is advised if you have PPF fitted that a pressure washer should be used with care.
Home charger installation for EVs
A home wall box charger can save you a lot of money when owning an EV. (Toyota)
If you’re new to electric cars, the most sensible thing to do is have a home charger installed. But, some car manufacturers will actually include both a home charger and its installation free of charge. Don’t get too carried away, as all home chargers will only be a 7kW AC slow charger. You can upgrade to a 11kW unit, but that will require upgrades to your home electricity, but it still makes living with an EV a lot cheaper and easier.
It gives you the added benefit of walking up to your car in the morning with a full charge and it can save you up to £1,000 on the cost of installation. If you are lucky enough to have the option of a free home charger when ordering a new EV, take it, as it could save you a lot of money.
Car accessories
Floor mats are a very popular vehicle accessory. (Audi)
Most cars come fully kitted out with standard equipment, but some new and used dealers will still throw in a few goodies to make your car a little bit better. These can range from floor mats, rear parking sensors or even exterior protection such as door rubber strips to stop your car from being damaged in a car park.
Gap insurance
Gap Insurance can be very handy if your new vehicle is unfortunately written-off. (PA Alamy)
Another popular add-on in the world of car buying is Gap insurance, which tends to be used when it comes to new car purchases.
Gap – or ‘Guaranteed Asset Protection’ – is a type of insurance which covers the difference between the value of a vehicle and the amount that is still left to pay on a lease or finance agreement in the event of the car being written off. Given that new cars lose a lot of their value within the first few months of ownership, this can be a helpful method of covering you against a future financial loss.
Cold conditions can make driving hazardous, so bear these tips in mind.
Large parts of the UK are braced for a cold snap, with the Met Office saying that temperatures could fall as low as minus 8C on Thursday in rural Scotland and northern England.
Driving in cold conditions presents a number of hazards, too, and there are many things you should avoid if you’re planning on getting behind the wheel on snowy, wintery roads.
Don’t drive if you feel unsafe
One of the best ways to keep yourself out of harm’s way during tricky driving conditions is by staying at home. Of course, if you really need to be somewhere then this isn’t an option, but if you’re unsure of your abilities or feel stressed by the prospect of driving in snowy weather then it’s always better to hang up the keys and stay put.
If you do need to travel, then consider if it’s essential and worth the potential risk.
Don’t be tempted to drive with a half-cleared windscreen
Freezing temperatures can worsen any pre-existing windscreen issues
If you’re in a hurry to get going then it can be tempting to clear a portion of your iced-over windscreen and use that as a way to see out. However, this is extremely dangerous – you should wait for your windscreen to defrost entirely before you set off. Make sure that your side windows, rear screen and wing mirrors are all cleared before you leave, too.
Plus, if you don’t clear your windscreen properly you could be fined for dangerous driving – risking a penalty of up to £2,500 in the most severe instances.
Don’t leave snow on the roof of your car when driving
(PA)
If the area you live in has experienced a big delivery of snow, then it’s likely that a lot of it will have collected on the roof of your car too. While you might think that this would just breeze off in a flurry as you drive away, sub-zero temperatures can often see snow compact and freeze solid on a car’s roof, creating a potential hazard.
A big slab of frozen snow could easily crack the windscreen of a car travelling behind you. Though there’s no specific law covering the issue, you could be fined for offences such as ‘driving without due consideration’ if it was found that the snow on your roof caused an accident.
Don’t try to use your wipers to de-frost your car’s windscreen
When you get into your car on a frosty morning it might seem like a good idea to activate its windscreen wipers as a way to clear away the ice. However, during sub-zero temperatures, the wipers can quickly freeze solid, so switching them on will simply burn out the motors and could cause some expensive damage.
Instead, gently lift the wiper arms away from the screen to free them from the ice, or spray a small amount of de-icer onto them as a way of making sure they’re frost-free.
Avoid using boiling water to de-ice your screen
Snowy roads are tricky to drive on (GEM Motoring Assist)
Again, if you’re in a hurry then pouring boiling water from the kettle onto your car’s frosty windscreen might seem like a good idea. The reality is quite the opposite, however, as doing so could cause your screen to crack as it changes from one extreme temperature to another. If your windscreen has any stone chips, then doing this could make them worse, too.
Plus, if it’s still below 0C outside then this boiling water could easily freeze and cause your car’s wipers to seize up. Instead, use a dedicated de-icer and a scraper to clear your car’s screen.
Don’t leave your car unattended while it is running
When it’s cold outside, the last thing you want to be doing is standing in the freezing air waiting for your car to defrost. But even though it might be an appealing option to leave your car running to defrost while you wait inside, it’s something which is best avoided. A car running outside a home is an open invitation for thieves, so you’re better off staying with your vehicle at all times instead.
Plus, leaving an engine idling outside isn’t any good for the environment so de-ice your car by hand instead.
Nicole Melillo Shaw has been at the helm since 2023 and has already seen many changes in the Swedish firm.
Hybrid engines play a ‘powerful’ role in helping drivers transition to electric power, according to Volvo’s UK boss.
Nicole Melillo Shaw, managing director of the Swedish brand’s UK arm, has stated that though the firm won’t produce solely petrol-powered vehicles anymore, hybrid power will continue to play a key role.
Speaking to the PA news agency, Shaw said that Volvo didn’t ‘have a plan to involve any more petrol, but hybrid and electrification is really critical to our emissions.
Nicole Melillo Shaw, Commercial Operations Director, Volvo Car UK
‘We’ve recognised that we’re in a really strong position because we’ve also got the hybrid if you’re not quite sure [about going electric]’.
Shaw added that the decision to bring its V90 and V60 models back on sale – following its initial decision to axe its estate models in August 2023 – came through feedback from customers who were ‘quite frustrated’ that there were no alternatives to an SUV.
‘We listen to that feedback and we’re bringing it back based on true customer demand. It’s a really great fleet car.’
However, Shaw stopped short of announcing a return of diesel power to Volvo’s range, adding that the brand would ‘definitely not’ bring the fuel back as it would be ‘literally be at odds with our ambition’.
Volvo recently introduced its new electric EX90 seven-seater SUV in the UK, while simultaneously refreshing its existing hybrid-only XC90 with an updated exterior design and more in-car technology.
The Rocket 3 Storm has a car-like engine underneath, but what else does it offer? Jack Evans finds out.
What is it?
There are three colourways to choose from
There are plenty of motorcycles that aim to deliver high levels of performance. From stripped-back street bikes to nimble cafe racers, there’s a model out there that’ll appeal to all different types of riders. This bike – the Triumph Rocket 3 Storm – appears to have been designed for riders who like to have the largest possible engine underneath them, all wrapped up in a classic cruiser-esque design.
But is the Rocket simply an ultra-large engine and little else or is there something more going on underneath the skin? We’ve been out on it to find out.
What’s new?
The Rocket 3 Storm is available in both R and GT specifications
The Rocket was updated for 2024 and is now available in two flavours – Storm GT and Storm R. As you might expect, the former brings a more relaxed, upswept riding position while the latter creates a more engaging, focused place to ride. The biggest difference between the two, however, is the footpeg placement; the R gets a sportier mid-mounted setup, while the GT favours feet-forward controls which more closely tie in to that cruiser feel.
There’s plenty of electronic wizardry going on, too. The Rocket 3 utilises lean-sensitive ABS and a special Torque Assist system which helps to make gearchanges as smooth as can be. There’s even cruise control to transform those long-distance journeys on the Rocket into something a little easier than you might expect.
What’s it powered by?
The engine is monstrous in its outputs
Anything called ‘Rocket’ needs an engine to match the same and that’s certainly the case on this Triumph. The enormous 2.5-litre engine powering the Rocket has the most amount of torque you’ll find on any production motorcycle – 225Nm, to be exact – while total power stands at a not-insignificant 180bhp, a 15bhp bump over the previous model. It’s more power than you’ll find on many medium-sized cars.
Up front on the Rocket you’ve got a 47mm Showa forked, while in the middle sits a monoshock from the same brand. Helping to bring the Rocket to a stop are beefy Brembo Stylema brake calipers with twin 320mm discs, while at the rear there’s a Brembo four-piston caliper with a powerful 300mm disc.
What’s it like to ride?
All bikes get lean-sensitive ABS
Riding the Rocket 3 takes a short period of recalibration. It’s a large and reasonably heavy bike so moving it about at slow speeds isn’t that easy – in fact, a reverse gear that you’ll find on many cruiser bikes could be quite helpful. However, its low seat height and welcoming bar angles mean that it’s easy to get aboard and comfortable once you’re there.
Of course, that engine dominates the character of the Rocket but it’s more nuanced than you might expect. At idle it brings a rich, meaty noise – but thankfully without too many vibrations – and at speed, it’s barely ticking over. In fact, when coupled with the standard-fit cruise control the Rocket tackles big stints admirably. Despite its cruiser look and feel it doesn’t fall apart when things get twisty, either, with the 2.5-litre engine’s sheer abundance of torque meaning that you can simply roll on the throttle – in any gear – and get loads of acceleration as and when you want it. Without any real forward wind protection, it’s a blustery affair but, after all, this is no touring bike.
How does it look?
The front lights are powerful thanks to LED tech
The Rocket 3 makes a big impression wherever it goes. As we’ve come to expect from Triumph the general fit and finish of this motorcycle is excellent with everything having a reassuringly solid feel to it. As with other models within this brand’s stable you’ve got a good range of accessories to choose from in order to tailor the bike to your needs. Highlights include upgraded rider and pillion seats, additional styling parts to change the look of the bike and extra touring options for taking more equipment with you on long-distance rides.
There are three colourways available on both GT and R specifications, too, but both get the same blacked-out detailing and coated exhaust section.
What’s the spec like?
All bikes get a clear TFT readout
Prices for the Rocket 3 Storm start from £23,195 for the R, or £23,895 for the GT – so as well as the car-like power outputs this motorcycle costs nearly the same as one too. Naturally, much of that cost is reflected by the sheer amount of engineering going on with this motorcycle but, as previously mentioned, it’s all tied together with a lovely finish too.
All bikes include a handy TFT multi-view instrument readout, too, where you’ll find key information such as speed and revs and trip details. Plus, all models have ultra-bright LEDs, with powerful LEDs in the front and rear lights, indicators, and number plate illumination to ensure you’re as visible as possible at night.
Verdict
The Triumph Rocket 3 Storm is unlikely to be for everyone. It’s relatively heavy, quite relaxed and a far cry from the stripped-back bikes that we’ve seen released lately. However, it’s more capable than its looks may lead you to believe and there’s an inherent silliness to having this size of engine available on something with two wheels.
It’s expensive, for sure, but the Rocket 3 Storm is so well executed that it’s unlikely to disappoint those after a fast and capable cruiser.
The Design Edition grade will sit between the SE Edition and SE L Edition trim levels.
Skoda has added a new Design Edition specification to its smallest SUV, the Kamiq.
The Kamiq acts as a rival to cars like the Nissan Juke, Seat Arona and Volkswagen T-Cross and acts as an entry point to the firm’s range of SUVs.
This new Design Edition comes as standard with the same level of equipment as the existing SE Edition model but adds in 17-inch alloy wheels, black roof and door mirrors and privacy glass. On the inside, the car utilises front sports seats, cloth and microsuede upholstery, a three-spoke sports steering wheel, and red trim on the dashboard.
Ambient lighting and sports seats come as standard. (Skoda)
Furthermore, ambient lighting, black headlining, and aluminium pedals are also standard for this new trim level.
A choice of two engines are available including the entry-level 1.0-litre three-cylinder turbocharged petrol engine with a choice of power outputs of either 94bhp or 114bhp.
All versions come as standard with a manual gearbox, however, if you opt for the higher-powered 114bhp unit, there is the choice of a seven-speed DSG automatic transmission, too.
The Design Edition features 17-inch alloy wheels, a black roof and privacy glass. (Skoda)
Prices start at £25,855 for the lesser powered model and rise to £28,185 for the higher powered unit with the DSG automatic gearbox.
Order books for the Kamiq Design Edition open on January 16 with first deliveries expected to commence in the spring of this year.
An unfortunate inner-city incident has put the Ibiza’s safety to the test. What else has Jack Williams been discovering about it?
Who would win in a fight: Superman or Spiderman? Robocop or The Terminator? A Seat Ibiza or a Tesla Model 3? These are surely all questions which have fascinated generations of school children and recently I had the misfortune of finding out the answer to one.
No, I have not been watching superhero films – because I’m above the age of 14 and I don’t like Monster energy drink – I am in fact very sad to report that my little Seat Ibiza has been in the wars since my last update.
Attempting to emerge from a junction I was hit hard on the driver’s side door by a Tesla Model 3, which was thundering its way up the outside lane from a horribly placed blind spot. Cue much apologising to Seat for crashing the car they very kindly lent me!
The alloy also caught some of the blow
Thankfully nobody was injured and everything was ironed out within a few weeks but I couldn’t help but be impressed by just how well the Ibiza took the blow. The Tesla was travelling at a good lick when it smashed into the side of the car but half an hour later you would have struggled to notice the damage! It turns out the Ibiza is made of stern stuff and the only battle scars it had to prove its punch up with nearly two tonnes of American EV was a microscopic dent and graze on the door and a fairly scuffed alloy – which was no worse than most of the cars you see parked around most cities on a daily basis.
The Tesla on the other hand, with its five-star safety ratings and £40,000 price tag, suffered a shattered front bumper in the collision. As I said, nobody was hurt and all damage has since been repaired but I was incredibly impressed by the Seat’s toughness in what was a fairly hefty inner-city collision.
Thankfully, the damage was minimal
Thankfully, that’s as far as the Demolition Derby stories go for this report and for the most part, recent weeks have seen the Ibiza churn up the miles. First up was a trip to Cardiff from the south coast to watch what could loosely be described as football. As a Portsmouth FC fan that midweek night was one I’d rather forget (if our players ran half as well as the Seat Ibiza they’d be in a lot less trouble!) but the Ibiza proved comfortable, economical and completely drama-free on what turned out to be a pretty bleak 300-mile round trip in the end.
There was also the small and relaxing matter of a drive into Central London for a work event. Anyone who lives within about 10,000 miles of the capital knows that driving to its centre is a hellish experience at the best of times but the Ibiza’s compact size and agility at least gave us a fighting chance of weaving through the endless traffic. That trip also provided a test for the Seat’s boot, with two large boxes of trophies to carry as part of an awards night. The two cardboard boxes took up pretty much the entirety of the boot space, meaning the rest of our luggage was consigned to the back seats, which did need folding down in order to accommodate the cargo.
The Ibiza’s backlit vents are a little distracting in the winter
Overall, I’ve really settled into life with the Ibiza and almost found myself pining for it while it was back with Seat having its war wounds patched up. During that time, I was largely driving a borrowed Hyundai i10 – an awful tin box of a car which pierces your eardrums if you dare to go above 50mph – and the return of the infinitely superior Seat was a blessed relief (thank you to my mother for letting me use her awful Hyundai).
The only real issue I have had with it of late is the backlit air vents, which shine red once night has fallen. Over the summer, when it didn’t get dark until 10pm, these didn’t really create much of a problem – other than the fact the translucent plastic looks like offcuts from old milk cartons – now however, with darkness setting in early, they are proving something of a safety hazard.
The problem is that the lights shine directly onto the windows and then reflect right in front of the wing mirrors. The impact of this when driving on an unlit road is that you have absolutely no view of what is coming behind you because all you can see is a haze of red lights, like walking down some dodgy street in Amsterdam.
Illicit lighting aside though, the Ibiza is a cracking little car. Around town, it’s nimble and light. Out in the open, it’s comfortable and genuinely fun to drive. No, it’s not perfect but with its return date rapidly approaching, I’m going to be very sad to see it go.
A week with a Vauxhall Astra hybrid was great but it made James Batchelor long for his electric version.
One of the things I like most about the Vauxhall Astra Electric is that it’s just so ordinary. An odd thing to say, I’ll admit, but hear me out.
Over the past couple of months, I’ve been driving several EVs, and I’ve noticed that most have tried to be wilfully different from each other. Some have very streamlined styling to improve the car’s electric driving range, while others have fancy lights and interesting interiors. But with the Astra, there’s none of this.
I like that. Apart from the tiny ‘e’ badge on the tailgate, the green stripe on the number plates, and the slightly different alloy wheels design, the Astra Electric looks just like any other Vauxhall Astra. This is no bad thing as I think the current car is one of the best-looking hatchbacks on sale – never have I said about a Vauxhall Astra in the past.
There’s a very good reason for this, though. Unlike Volkswagen and its ID-badged EVs, Vauxhall doesn’t want to make a big thing about having a pure-electric range of models. So, you can have a Corsa, a Mokka and the new Frontera and Grandland SUVs with petrol or electric power. The Astra can also be a petrol plug-in hybrid. Same car, different power.
There’s loads of space in the back of this estate
I had a taste of this recently as I was planning on taking my partner away for her birthday. Knowing that the (hugely expensive, if she’s reading this) country hotel was in a part of the country where EV charging was a little thin on the ground, I decided not to take my Astra Electric. I know, I know… But while I quite enjoy hunting around for EV charging points and commenting on how many pence-per-kWh I’m being charged, others don’t you see – not least my girlfriend.
I could have borrowed a flash German limo, but due to my dedication to living with a Vauxhall and writing reports about it, I thought the perfect substitute for my car was another Astra. The one which was delivered for this romantic getaway was a Sports Tourer (estate, in other words) in identical Ultimate specification. But instead of my car’s 154bhp electric motor and 54kWh battery pack, this one was powered by a 1.2-litre hybrid petrol engine.
It was a nice thing to whisk down to Dorset. It was amazingly refined for a three-cylinder petrol, and I like how it slipped into electric power mode pretty often – that’s not always a given with a hybrid. The geek in me noticed how the central cubby under the armrest is much bigger, and (I’m pretty sure about this and it wasn’t my imagination) how the driver’s seat could be lowered further. Both things are possible, presumably, because there wasn’t a whacking great big battery underneath them.
Plugging in and charging has been proving easy
But, hand on heart, despite having the extra flexibility of not having to find a roadside charger and fill it up, I longed to get back into my electric-powered hatch. I just preferred the silence that comes from the electric motor, and in comparison to my car the hybrid felt coarse (it’s actually pretty refined for a three-cylinder engine, so still the comparison stands). It’s the first time I have ever been in a petrol-powered car and preferred it if it ran on electricity – that’s quite a decisive moment for me. But is the serenity of EV power worth the several thousand pounds extra over the already-excellent hybrid? I’m still trying to work that out and haven’t made up my mind yet.
Aside from this brief dalliance with petrol power, I have been piling on the miles in the Astra Electric recently. There have been numerous runs to the airport, playing taxi driver for my friends, and the car’s practicality credentials were tested to the max when I moved my childhood collection of car magazines from my parent’s house to mine.
The petrol engine in this Astra was surprisingly smooth for a smaller unit
Despite being lucky in having test cars available to me much of the time, I have been driving the Astra far more than I thought I would. Thanks to having a home charger, I have really gotten used to walking out of my house every morning to a car that is fully charged. I say that, but thanks to the car’s high efficiency – I’m regularly getting 4.5 miles per kWh on most journeys – I’m probably only charging it twice a week.
I like the scheduled charging feature (you select the time you want the car to start charging through the touchscreen, and when plugging in you press the ‘clock’ button by the charging port) which allows me to charge the car when the energy tariff is cheaper, but I wish the remote heating function – which allows me to set the car’s interior temperature from the comfort of my bed before leaving in the mornings – wasn’t a pricey subscription package. But, then again, why should owners get this convenience feature free of charge?
BG73 ASV is rapidly homing in on 5,000 miles so it might have to have a service in the coming weeks, and the time when the Astra is picked up and returned to Vauxhall for good is also approaching. I shall be trying to complete as many journeys before that day comes.
Facts at a glance
Model: Vauxhall Astra Electric Ultimate
Price as tested: £43,960 (correct at time of delivery)
