The firm is committed to producing solely EVs by the end of the decade, and to get there, sustainable fabrics will play a big part in that role.
Mini is looking to ditch ‘traditional’ interior materials for its cars in favour of ‘greener’ alternatives.
With an expanding range of vehicles – including the new Aceman which has joined the firm’s line-up of EVs – the brand is furthering its commitment to lower CO2 production in the future. The wider BMW Group has already announced plans to establish ‘a climate-neutral business model over the entire value chain by the year 2050’.
One way that the firm aims to reduce its CO2 emissions is in the material manufacturing process and is looking to focus on the use of 2D knitted materials instead of traditional leathers. To promote a fully circular process, Mini also plans to have car interiors that are completely recyclable once the vehicle reaches the end of its useful life.
The new Aceman B-segment SUV is the latest addition to the firm’s line-up that focuses on a sustainable interior.
Kerstin Schmeding, head of Mini’s colour and trim told the PA new agency, she said: “I think for the Aceman, it has a really fresh, new and spectacular design. We also incorporated a new material language which is based on a knitted fabric which is made from recycled polyester and we’re moving towards a leather-free interior. It’s a very exciting journey for the team here at Mini and for the brand looking into the future.”
Furthermore, the 2D knitted material on the Aceman is found on the dashboard, door cards and in various cubby spaces. The Countryman SUV and Cooper Hatch also adopt the same interior designs and materials, too.
The Jeep Wrangler is an icon of the four-wheel-drive scene, but is it still worth checking out? Jack Evans finds out.
What is it?
The Wrangler gains a number of tweaks for 2024
As far as motoring icons go, the Jeep Wrangler is right up there. Tracing its lineage back to the iconic Willys Jeep, the Wrangler is the kind of car that has always been designed to be up to the task of adventure whenever the mood strikes while its upright and memorable seven-slot grille is the stuff of posters and movie scenes the world over.
But with four-wheel-drives becoming softer and more comfort-focused, is there a place for a car as rugged and as old-school as the Wrangler? We’ve been behind the wheel to discover if this old dog has any new tricks.
What’s new?
There are plenty of hints at the Wrangler’s history
If you glanced at the Wrangler, you’d be under the impression that not a lot has happened in the past few years. It’s got the same boxy, upright design that it always has and though many SUVs have undergone growth spurts lately, the Wrangler still commands attention with its larger-than-life proportions and squared-off sections.
But for 2024 the Wrangler has had some tweaks here and there. You’ve got more alloy wheel designs to choose from than before, while Jeep has equipped it with a larger suite of assistance aids, including a driver drowsiness alert, lane departure warning and traffic sign recognition – all included as standard on all models.
What’s under the bonnet?
The Wrangler gets a full four-wheel-drive system
You can – in other markets – get the Wrangler with a surprisingly rounded 4xe plug-in hybrid powertrain. We’ve driven it out in Spain over a short test route and it’s a far better fit for the Wrangler than you might expect, giving it a reasonable amount of punch. It’s a setup that is available across the wider Jeep range, in fact, but sadly doesn’t accompany UK-bound models.
Instead, we’ve got a pretty regular 2.0-litre turbocharged petrol engine with 268bhp and 400Nm of torque, driven to all four wheels via an eight-speed automatic gearbox. As you might expect, efficiency isn’t the Wrangler’s strong suit – which is where that plug-in hybrid setup would help – and Jeep claims that this version will only manage 27.2mpg combined. We saw far lower figures than that during our time with the car, however. Emissions of 250g/km are pretty high, too.
What’s it like to drive?
Short overhangs help with departure angles
The Wrangler drives in quite an old-school fashion, similar to its exterior design. The steering is relatively wayward and the brakes don’t have an awful lot of bite to them, but you soon get used to the car’s shortcomings. The petrol engine, surprisingly, does a great job of getting the big Wrangler up to speed in a short enough time, given it’s quite a small-capacity unit for such a large car. The trade-off is, of course, dwindling economy figures.
But with its raised ride height the Wrangler gives a great view of the road ahead. Of course, these are all on-road impressions; with short overhangs, locking differentials and a rugged body-on-frame chassis design, the Wrangler will still go properly off the beaten track and it’s this that the car has been created for primarily – so you can allow for a lack of refinement on-road.
How does it look?
The Wrangler has been a core Jeep model for decades
It’s a car that continues to turn heads, that’s for sure. The Wrangler is one of a handful of cars still keeping to the blocky four-wheel-drive aesthetic, with only models like the Mercedes G-Class taking a similar tack. The now-departed Suzuki Jimny was another, albeit on a far smaller scale than this Jeep.
It’s very much a car built for a purpose, mind you, and with its chunky plastic bumpers, squared-off wheel arches and full-sized spare mounted on the boot it’s the type of vehicle that looks most at home in the open countryside.
What’s it like inside?
The interior gets lots of rugged touches
It’s a similarly rugged experience inside the Wrangler. Everything has a chunky, rubberised feel to it while the main controls are robust and easy to operate when you’re on the move. Those up front do sit quite upright, too, but it gives you a great view of that square bonnet ahead of you. This new model gets 21-way powered front seats, too.
In terms of practicality, the Wrangler is actually something of a reverse tardis – feeling smaller inside than it looks from the outside. There’s not an awful lot of space for those sitting in the rear of the car and while the boot’s 533-litre capacity is decent enough, the side-hinged rear door makes accessing it a little tricky, particularly if you’re in a tight car park space. Remember, too, that the Wrangler comes with all manner of removable parts; the doors and roof sections can all be removed entirely should the weather provide an opportunity to do so.
What’s the spec like?
All cars get an automatic gearbox as standard
The Wrangler remains a flagship Jeep model and, because of that, it does get plenty of bells and whistles. Prices start from a hefty £61,000 in Sahara grade – like our test car – and this brings a premium audio system and a 12.3-inch infotainment display which thankfully does get CarPlay as the ‘native’ system is a little clunky and old-fashioned to operate.
You get a full suite of parking aids, too, and a handy back-up camera – though it’d be nice if it could work out the length of the car with the spare wheel included, as this can take a little extra judgement to work out when you’re reversing.
Verdict
If you’ve already been looking in the SUV market at some of the more ‘regular’ contenders, then you might find the Wrangler’s old-school driving experience, limited interior space and high running costs a put-off. In truth, against a BMW X3 or Audi Q5, the Wrangler doesn’t fare well and comes away looking a little too wayward.
But if off-roading and adventure are what you’re focused on, this is a genuinely capable four-wheel-drive that is centred around its ability to go here, there and everywhere. The trade-off is the road-going refinement but if you’re not spending much of your time on the beaten path, that could be a worthy sacrifice to make.
Skoda has just unveiled its latest offering into the overcrowded world of the electric SUV market. But, what is it going up against?
Skoda has been incredibly successful here in the UK and it’s not hard to see why. Its cars offer so much practicality and space in a very sensible and sophisticated package.
The new Elroq is the brand upping its way into the busy world of electric SUVs and it’ll be the latest EV in the firm’s model line-up – alongside the Enyaq and Enyaq Coupe.
With a variety of different powertrains on offer and a decent claimed electric driving range of up to 360 miles on a single charge, this new Skoda could be the perfect car for those eco-conscious families.
But, if you think this new Skoda is a little bit of a sober choice, then there are many alternatives that could suit your needs even further. We take a closer look at some of the Elroq’s rivals.
Volkswagen ID.3
The ID.3 shares the same platform with the Elroq. (Volkswagen)
It may be built on the same MEB architecture platform as the Skoda, but the ID.3 has been around long enough now to gain a reputation for being a safe and sensible choice for those looking for a practical and easy to live with EV.
Furthermore, there is a decent variety of permutations including a hot GTX model for the performance buyer. However, for most people the standard car is perfectly decent enough with a choice of 58kWh or 77kWh battery packs on offer with claimed ranges of between 261 miles and 347 miles. The ID.3 may not be the most scintillating drive, but nevertheless it’s still a good all round EV that offers plenty of upsides when it comes to electric motoring.
Peugeot E-3008
The E-3008 has one of the best electric driving ranges in its class. (Peugeot)
The recently launched E-3008 comes with a bold new exterior and interior look, while offering one of the best electric driving ranges in its class.
Available with a choice of three different electric drivetrains including two and all-wheel drive variants. This big Peugeot can do a claimed 326 miles or there is a long range model coming soon that will offer up to 435 miles of range.
The interior feels very futuristic and comes with Peugeot’s i-Cockpit instrument cluster and i-toggle shortcut bar which allows the driver to swipe through shortcut menus to make it easier to navigate their way around the infotainment screen while on the move. The driving experience may be bland and uninvolving, but there’s no denying that the impressive electric range alone will tempt buyers away from the Skoda’s mere 230 miles on a single charge.
Renault Scenic
The Renault Scenic is a great all round car. (Renault)
One of the best EVs on sale today is Renault’s Scenic SUV. The reason behind its success is to do with its excellent driving experience as it manages to be engaging, quiet and comfortable. Meanwhile interior space is cavernous with a lot of storage areas, too. It’s also light and airy in the cabin and it has an excellent real world electric driving range of nearly 380 miles.
It also looks good and has a feature which allows the driver to programme different driver assistance settings they want altered or switched off. Then at the double tap of a button, everything is tailored to the driver’s preferences.
Kia Niro EV
The Niro EV offers plenty of space and decent equipment levels. (Kia)
The Kia Niro EV is now in its second-generation and it has become one of the best EVs on sale to date. Firstly, it comes with the firm’s seven-year or 100,000-mile warranty, which means there’s a lot of peace-of-mind for owners. Plus, it has a well screwed together cabin, plenty of standard equipment and an impressive 475 litres of boot space – making it perfect for families.
Furthermore, the claimed range of the Niro is up to 275 miles of range, which is more than acceptable for most – plus rapid charging allows the car to be fully topped up from 10 to 80 per cent in 43 minutes.
Ford Explorer
The Ford Explorer name plate has recently returned to the market. (Ford)
Ford is no stranger to bringing back well known nameplates on its cars and the Explorer is one of the latest to rejoin its lineup. Underneath its skin, it sits on the same MEB platform as the Elroq and Volkswagen ID.4.
The Explorer is a spacious and good looking SUV that also offers a decent driving experience as well as an electric range of up to 374 miles for the entry level rear-wheel-drive version. Furthermore, a range of different battery sizes are on offer with the larger 79kWh and all-wheel-drive version being able to charge at speeds of 185kW – allowing the car to go from 10 to 80 per cent in just 26 minutes.
Skoda has introduced a new electric vehicle to join its popular Enyaq model in the firm’s range of EVs – the Elroq.
Sitting below the Enyaq in terms of size, the new Elroq uses the same MEB platform but has smaller dimensions, sitting around 160mm shorter overall. Despite this, Skoda says that the interior of the Elroq will still offer plenty of space, with a 470-litre boot and a total of 48 litres of storage space dotted throughout the cabin.
All cars get a large central display as standard
Priced from £31,500, the Elroq will be available in variety of battery and motor specifications, with the longest-range versions able to deliver up to 350 miles between trips to the plug, according to Skoda. It can charge at speeds of up to 135kW, too, enabling 10 to 80 per cent charge in 28 minutes.
The batteries themselves are positioned under the car’s base, which allows it to deliver a completely flat floor for those sitting in the back. The Elroq’s relatively boxy shape should help it to accommodate taller passengers, too. All versions of the Elroq benefit from a 13-inch infotainment system and, as with the larger Enyaq, there are a few physical controls to help gain quick access to key features. An integrated voice assistant – which Skoda calls Laura – is also included and can help to switch various settings of the car without needing to use the screen.
There’s a handy ‘hammock’ for the cables
Externally, the Elroq is the first Skoda model to get a ‘Modern Solid’ design language, which essentially sees the car without a traditional ‘grille’ in favour of a rounded, smoothed-off front end. Around to the rear of the car it’s a more ‘usual’ Skoda look, with lights that closely resemble those of the Enyaq.
As with all Skoda models, you’ll find a variety of ‘Simply Clever’ features inside the Elroq, including a new charging cable ‘hammock’ underneath the parcel shelf. Here, the charging cables can be easily accessed and stored when not in use, particularly as there is no dedicated under-boot-floor storage area for them.
The French firm now offers its stylish C-segment SUV with an electric powertrain which should help take Peugeot to the top of the EV bandwagon.
Peugeot has revealed the final jigsaw piece in the firm’s EV puzzle with its new E-408.
The standard car comes with a choice of hybrid and plug-in hybrid powertrains, but the electric version will complete the set, offering a wider choice of engine and motor setups to buyers.
The E-408 sits on the firm’s EMP2 platform which is the same as on the smaller 308 and Vauxhall Astra.
In terms of looks, the 408 has always been a svelte and stylish-looking car and the electrified version looks almost identical to the conventional car – which is no bad thing to those drivers who don’t want an electric car which shouts about its battery-powered setup.
Under the bonnet features a 58.2kWh battery pack. (Peugeot)
Under the bonnet, there is a 58.2kWh battery pack with an electric motor that kicks out a total of 213bhp and 345Nm of torque. Peugeot claims the car can do up to 279 miles on a single charge. Plus, all E-408s come with DC 120kW rapid charging allowing for the car to go from 20 to 80 per cent in half an hour.
Prices for the UK have not been revealed yet, however, there will be two trim levels available – Allure and GT. In France, these versions will cost the equivalent of £36,500 for the former and £38,200 for the latter. Further specifications are still yet to be revealed, but deliveries in the UK will start as early as the beginning of next year.
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?
(Polestar)
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?
(Polestar)
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?
(Polestar)
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?
(Polestar)
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?
(Polestar)
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?
(Polestar)
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)
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
The Dacia Spring now faces stiff competition from the Stellantis-led Chinese electric mobility firm, Leapmotor.
Stellantis has revealed that its joint venture with electric mobility firm, Leapmotor, will be bringing one of the most affordable EVs to the market with its T03 city car.
Leapmotor is a Chinese startup firm that specialises in producing affordable electric cars for the masses.
Priced at £15,995, the T03 is a compact urban city car that comes with a five-door body style and four seats.
The exterior design is tall and boxy. (Stellantis – Leapmotor)
The T03 is the company’s answer to the Dacia Spring and will be offered with a 37.3kWh battery pack that Leapmotor claims will take the car 245 miles on a single charge on an urban cycle — almost 110 miles more than its French/Romanian rival. In terms of performance, the electric motor produces 96bhp and 158Nm of torque. However, given that the claimed range figure is during inner-city driving, it’s expected that its total range will be far lower during mixed driving periods.
Externally, the car features a tall and narrow body, plus there are rear LED taillights and plastic wheel arch trims that extend to the lower body along the door, too.
The interior features a 10.1-inch central screen and cloth upholstery. (Stellantis- Leapmotor)
Inside, there is an eight-inch instrument display and a 10.1-inch central touchscreen, plus the front seats feature cloth upholstery and the gear selector is located on the steering column to free up space in the cabin.
There is only one specification to choose from with customers only being able to opt for a choice of three different body colours.
Standard equipment includes 15-inch alloy wheels, a panoramic sunroof, a reversing camera, parking sensors and automatic air-conditioning.
Customers can order a T03 from late November and expected deliveries are due before the end of the year.
New toughened model follows on from the Superb Armoured.
Skoda has given its Kodiaq SUV a security upgrade in a new armoured variant.
Following on from the Superb Armoured – of which around 500 have been sold worldwide since 2018 – the new Kodiaq Armoured has been created in collaboration with British-based security experts UTAC Special Vehicles to enable it to cope in the very worst situations.
(Skoda)
The Kodiaq is certified to both PAS 300 and PAS 301 Civilian Armoured Vehicle standards, with the latter certification only given to vehicles that can pass a series of challenging requirements taking into account factors such as payload, acceleration and braking.
Subjected to ‘in excess’ of 200 rounds of ammunition as well as blast tests to the side, roof and underfloor, the Kodiaq passed this heavy-going set to tests to showcase its high level of protection for its occupants while all of the car’s glass is bullet-resistant. In fact, it has been tested to deliver bullet resistance against various handguns and assault rifles, as well as grenades and high explosives.
To cope with the extra weight brought through the increased protection, the Kodiaq Armoured benefits from uprated suspension and braking systems. Plus, all four wheels are kitted out with a tyre retention feature which helps keep the rubber on the rim, even when deflated. It’ll allow the car to be driven even if all four wheels have been punctured.
There’s an emergency lighting system and a full siren as well as an eight-inch communications display with GPS, Apple CarPlay and Android Auto.
Though the armoured Kodiaq misses out on the seven-seater capacity that the standard car is available in, it still offers up to 2,000 litres of boot space and can be specified with a variety of engine setups as well as four-wheel-drive.
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?
A relatively firm ride is a negative of sharper handling
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?
The new design is bound to get people talking
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?
Just two engine options are available on the new 1 Series
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 front-end design of the 1 Series has changed significantly
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?
The ‘i’ lettering has been lost
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?
The interior gets BMW’s latest technology
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 boot has suffered a drop in space due to the mild-hybrid system
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
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?
Peugeot’s latest badges are present and correct on the E-5008
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?
The E-5008 is one of the latest electric cars in Peugeot’s range
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?
The prominent front-end design is hard to miss
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
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 front-end design has plenty of presence
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?
The interior features a variety of screens
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?
There’s some handy storage for the cables
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.
