Author: Jack Evans

Some refinements have made the Polestar 2 even better with its energy, but what is it like to live with? Jack Evans finds out.

It’s funny what a little extra range will do for the electric car experience, isn’t it? In the case of the Polestar 2 – which I’m lucky enough to be looking after for the next few months – more range is coming thick and fast.

Back in 2023, Polestar announced that it would be refining its 2 fastback. New electric motors were introduced and the 2 switched to rear-wheel-drive for the first time, having been front-wheel-drive since its introduction. Throw in some tweaks to the batteries and the 2 became an even longer-range EV, having been pretty good in this department already.

In fact, the changes added an additional 52 miles of plug-power to the 2 in single motor, long-range specification – like the one I’m looking at here – bringing a range of between 372 and 408 miles. It’s an impressive amount of range, in fact, and makes the 2 one of the best cars for long-distance trips in the entire EV segment.

You might remember that I previously looked after a BMW iX2, a car which I really enjoyed. It would manage around 270 miles of range in the summertime, dropping closer to around 220 miles when things got colder. But it must be the Scandinavian influence helping the 2’s efficiency as, during the recent cold snap, it has still been showing well over 300 miles of range on a single charge. In fact, at present, the 2 is returning up to 330 miles on a full charge which though some way off claimed, isn’t bad for the depths of winter.

It’s remarkable how having well over 300 miles of range changes the whole EV experience. I’m lucky enough to have a home charger so I know that I can always set off with a full ‘tank’ and I’ve yet to come close to scratching close to the Polestar’s charging limits. A few work-related events saw me driving to Gatwick from my home near Portsmouth, and then onwards to Maidenhead, before driving around there for a decent amount of time and returning back again. I didn’t even have to think about charging; the 2 never came close to running out of juice.

Fortunately, all of this time spent behind the wheel has given me a good opportunity to find out more about the 2. It was the car which properly launched Polestar in the UK and, though the brand has since introduced a number of other models, the 2 is the one that you see most of all on our roads.

The driving experience is good. The 2 is quiet, refined and reasonably comfortable – though its low-speed ride is simply too firm for me. That said, the control weights are good and you can toggle through the level of brake regeneration you’d like via the main screen, though I’d rather have paddles to do this on the fly. A 0-60mph time of 5.7 seconds is more than sprightly enough for a car of this type, too, and I’ve very rarely felt like it needed more power.

There have been a few foibles so far. The speed limit warning system is a bit too sensitive and often gets confused by other roadside markers; quite often I’ll be travelling on a national speed limit road and the car will ‘pick up’ a 30mph sign on a slipway, leaving it to bong annoyingly. Thankfully, it quietens down after a few alerts.

The other issue might be a case of ‘first world problems’, but I think a car costing over £48,000 should have wireless Apple CarPlay. You can connect using a cable, of course, but given that the new Dacia Spring – which costs under £20,000 – offers this function, I think it should be included on the 2. Surely it could be fixed via an over-the-air update, too?

I also think that Polestar could liven up the colour options on the 2. It’s very Tesla-esque to offer a limited number of subdued colours, but I think that the 2’s blocky dimensions could pull off some brighter shades. The jazziest is currently the rose gold-esque ‘Jupiter’, but aside from this, it’s largely greys, blacks and a single navy colour. Consider too that you can only get black or grey interior colours and it’s all left feeling a little sad.

But colours aside, I can’t fault the way that the Polestar 2 gets everyday driving done. I’ve also got to give a big thumbs up to the associated app; it’s got loads of information, allows you to remotely lock and unlock the car and makes it dead-easy to remotely set the car’s heating and ventilation. The 2 also has one of the fiercest heated steering wheels that I’ve ever encountered – but then those Gothenburg winters must get far chillier than ours do here in the UK.

Facts at a glance

• Model as tested: Polestar 2 Long range single motor
• Price: £49,550
• Engine: Single electric motor
• Power: 295bhp
• Torque: 490Nm
• Max speed: 127mph
• 0-60mph: 5.7 seconds
• MPG: NA
• Emissions: 0g/km
• Range: 372-408 miles
• Maximum charging speed: 205kW
• Mileage: 728 miles

Mini’s new Cooper hatchback has always been fun, funky and fresh, but does adding a couple of doors spoil its charm? Cameron Richards reports.

What is it?

The Mini is one of those cars that doesn’t get old, and ever since the BMW rebranding back in 2001, this little car has become the go-to choice for those wanting a small, fun and premium car.

The firm in recent years has made a strong commitment to going green, and now has a solid strategy in place for its future products including going all-electric by the end of the decade and producing more sustainable materials inside of its cars to reduce the company’s manufacturing carbon emissions.

What’s new?

The latest Mini was released this year, but now, to complete the set, the firm has introduced the new five-door version which brings the added benefit of two extra doors to make entry and exit out of the back easier.

This new model still keeps the latest car’s circular OLED infotainment screen, lots of different customisation options and now all Minis come with an automatic gearbox as standard with no manual option available – which is a rather bold move for the brand. But does that mean the Mini’s fun nature has been lost? We’ve been finding out.

What’s under the bonnet?

There are two choices of engines and they are labelled as the C or the S.

We’re driving the more powerful Cooper S which utilises a 2.0-litre turbocharged-four-cylinder engine that develops 201bhp and 300Nm of torque. Its performance is impressive and gets the Mini from 0-60mph in 6.6 seconds and to a top speed of 150mph.

All Minis now come as standard with a seven-speed double-clutch automatic gearbox.

What’s it like to drive?

In very few words, it’s brilliant. Minis have always carried this cliche that they handle like go-karts, but it remains true for this new model. There’s loads of grip and you sit nice and low with all the controls perfectly weighted – with the exception of the very fat and large steering wheel.

There are several different driving modes, but our favourite is go-kart mode which turns the interior ambient lighting red, auto-blips the throttle and makes an already fun experience even more enjoyable.

Our test car is the more powerful Cooper S variant, which is rather brisk with its acceleration and outright performance. The engine note is also rather fruity and it’s one of those cars you don’t have to thrash to have fun.

The only irritations come from the rather harsh ride crashing over lots of the road’s uneven surfaces and there is quite a lot of wind and road noise that enters the cabin – but you can forgive the car for that for just being a real giggle out on the road.

How does it look?

Looks are always a subjective matter, and from the front, the five-door variant of Mini looks like any other three-door version. There are the round circular headlights and octagonal front grille, while the blacked-out front A-pillars and door-mounted wing mirrors also keep in tradition of the Mini design language.

At the back, the car utilises the firm’s Union Jack-styled rear tail lights, but it’s the side profile where things get a little different with the addition of two extra doors – which from any angle looks a bit like an afterthought. Our test car’s black roof and larger alloy wheels do make up for the styling, but the overall design of the Mini five-door looks a little bit confused and awkward from a lot of angles, with the car much better suited to the three-door setup.

What’s it like inside?

Keeping with Mini’s sustainable future, the latest car utilises lots of recycled materials, one of which is the 2D knitted dashboard which is made from recycled polyester. The design also moves its way onto the door cards and there is a nice strap design on the dash and steering wheel spoke, too.

The large circular OLED screen looks modern and fresh but is a real pain to use on the move, with all the climate control buttons located on the screen, though you have got physical buttons for the front and rear demister as well as the volume control for the stereo.

Storage up front is not too bad with an average glovebox, two cup holders and a little knitted compartment in the centre console – which is perfect for storing sunglasses. Our test car also has the optional phone strap, so you can secure your mobile to the wireless charger – which is handy.

But, step in the back and things get a little too snug. The rear doors are small and don’t open that wide and space for rear occupants is rather tight with even average-sized adults struggling for head and leg room. The centre seat is rather made redundant by the transmission tunnel eating all of the legroom, too.

The Mini’s Achilles heel has always been its boot space and this latest model is still rather small in comparison to its rivals. With the rear seats up, space stands at just 275 litres or 925 litres with the back seats folded – which is way off the mark of something like an Audi A1, Peugeot 208 or even a Seat Ibiza.

What’s the spec like?

As mentioned beforehand, you can get the Mini five-door in two different powertrains, but there are only three trim levels to choose from – Classic, Exclusive and Sport.

The range kickstarts at £24,050 for the entry-level car, but we’re driving the mid-level Exclusive trim which comes as standard with automatic climate control, LED front and rear lights as well as a rear-view camera. But, our test car has a few options fitted which takes the cost to nearly £34,000 which is rather pricey for a car in this segment.

Go for a flagship Sport model which adds sportier exterior and interior detailing and the costs can easily spiral towards the £40,000 bracket.

Verdict

The Mini is a car you buy with your heart instead of your head. But, this latest five-door variant may just be the best of both worlds. If you can get past its controversial looks, rather tight rear passenger space and compact boot, it could be the ideal small car as the added ease of the extra two doors might make it more appealing.

The dear price tag and costly options might put other cars in the supermini category at an advantage over the Mini, but nothing drives as good as this, and for that reason, the Mini is in a class of its own.

Facts at a glance

• Model as tested: Mini Cooper S Exclusive five-door
• Price as tested: £33,750
• Engine: 2.0-litre turbocharged petrol
• Power: 201bhp
• Torque: 300Nm
• 0-60mph: 6.6 seconds
• Top speed: 150mph
• MPG: 44.1- 44.8mpg
• CO2 emissions: 142-144g/km

By Cameron Richards

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