McLaren’s Formula One driver, Lando Norris, drove the one-off around the legendary Silverstone race circuit.
Formula 1 driver Land Norris has been performance testing a very special vehicle – a McLaren P1 made entirely from Lego bricks.
The car is built up of a total of 342,817 elements and weighs around 1,220kg. Even though the body is made up entirely of Lego, it has traditional mechanical components to make sure it still drives like the normal car. It has fully functional steering, an electric motor which features a standard battery pack and Lego Technic function batteries to make the car go for longer, too.
The car uses an electric motor and also has functional steering. (McLaren)
A total of 23 specialists for its design, engineering, and building from the Lego Group and McLaren Automotive consisted a total of 8,344 hours of development as well as a total of 393 different types of Lego Technic elements that go into the P1.
To make sure the car worked as it should, McLaren decided to use its Formula One driver, Lando Norris, to complete a lap around the legendary Silverstone race track – which is the ideal location as it holds a lot of history for the McLaren brand.
The original P1 went on sale in 2014. (McLaren)
Ben Gulliver, test and development director for McLaren Automotive, said: “Having worked on the original P1 programme for McLaren, it’s amazing to see so many of the elements from the original McLaren P1 brought to life so realistically by the Lego Technic Team for the full-scale model.”
He added: “This project marks the latest in a long list of collaborations between the Lego Group and McLaren, bringing together McLaren engineers and the Lego model production team from conception all the way to the final build.”
It’s been a busy old time for the iX2 of late. It’s one of those cars which feels effortless to drive; you jump in, put the stubby gear selector into drive and you’re off. The electric powertrain means the iX2 is perfectly at home around town, but with the warmer weather, I’ve been seeing the car’s range creeping up and now it’s delivering just over 270 from a full charge.
Sure, I still believe that EVs shouldn’t be so affected by temperatures – it seems unfair given the claimed range figures which are advertised – but I can’t help but enjoy the extra miles brought on by a brighter spell.
I’ve also been exploring some of the iX2’s other onboard features. One is the interior monitor; this is an in-car camera which you can remotely access via the smartphone app to check on your vehicle when it’s parked. It would be good if you’re leaving your car in one place for a little while, or if you’ve got something inside that you’d like to keep an eye on. While I wouldn’t ever leave my dog in the car when I’m parked up – and she wouldn’t be that happy about it, either – this could be a safety net for those who do.
Another feature I’ve been checking out is the drive recorder. A little like a conventional dashcam, it uses the car’s in-built cameras to take a recording out of the front of the vehicle. You can trigger itself when you’re on the move, or it’ll automatically roll if it detects an emergency situation. It could prove essential in an insurance claim. However, during a recent incident where someone else on the road carved in front of me – and I had to slam on the brakes – it hadn’t recorded a jot. But it seems to only auto-activate when a full-on accident has happened.
Incidentally, it’s one of the paid-for options on many BMWs. While the iX2 has it pre-loaded, drivers who don’t have it installed can do so for the princely sum of £199 for the year, providing your car is compatible, after all. Against the cost and wiring hassle of a standard dashcam it seems pretty good value, particularly if – like me – you’re not a fan of gadgets littering the dashboard.
Charging-wise, the iX2 is still proving breezy and the app is a big part of that. It notifies you about states of charge, the rate of charge and when it’ll all be completed. In conjunction with the Ohme app that I use to control our home wallbox, it makes for a very informative experience and means you’re always sure about how much charge the car will have. It’s good that you can pre-condition the car too and while it’s useful in summer, I imagine this function will make even more sense in winter when it’ll allow you to defrost the windscreen. That’s if it ever stops raining outside.
And speaking of rain, that’s one of the primary grumbles I have about the iX2. With the popularity of coupe-styled SUVs on the rise, you might’ve noticed that a lot of the latest cars come without a rear wiper – iX2 included. In a country like the UK, it’s a rather maddening omission and one which isn’t restricted to BMW either – nearly all car manufacturers are at it.
While some will claim that the aerodynamics of the sloping roof mean that the rain simply blows away, it’s complete nonsense – when it’s hammering down, it’s a nightmare to see out of the back and being unable to clear it is like having an itch you’re not able to scratch. Plus, once things have dried up – eventually – the streaky rear screen needs a quick wipe-down with a cloth to return it to any kind of usefulness. As an option, you could just opt for the more upright iX1 which gets a conventional rear screen and that all-important wiper. If I was picking between the two, this feature would come head-and-shoulders above the aesthetics of the coupe-styled iX2.
But aside from this precipitation-based grumble, it’s all rather pleasant. I would like some paddles behind the steering wheel to adjust the level of braking regeneration you get but, as standard, it strikes a nice balance. Plus, you can shift the gear selector into ‘b’ which increases the braking regeneration and I quite often do this when I’m driving around town – it gives a near-one-pedal driving experience that is ideal for those monotonous crawls through traffic.
I’m sure that the iX2 won’t be sitting still for long – it seems to be in near-constant demand. I’d like to see if there’s some way to trigger the on-board cameras when you activate the horn, too – that’d be quite handy, wouldn’t it?
Facts at a glance
Model as tested: BMW iX2 xDrive30
Price: £66,569
Engine: Electric motor
Power: 301bhp
Torque: 494Nm
Max speed: 112mph
0-60mph: 5.4 seconds
MPG: NA
Emissions: 0g/km
Range; 259-266 miles (claimed)
Maximum charge speed: 130kW
Mileage: 4,406
With a wide range of body styles, as well as diesel and electric versions, the consumer shouldn’t be left without choice. Cameron Richards finds out.
What is it?
Toyota has been in collaboration with the Stellantis group for its van since 2016. (Toyota)
It may look familiar and that’s because you’d be right – the Toyota Proace Max is near-identical to the Fiat Ducato, Citroen Relay, Peugeot Boxer and Vauxhall Movano.
All of them share the same bodies, platform, chassis and electrics, with the only differences being the badges and some exterior styling differences.
The Proace Max completes Toyota’s very extensive line-up of commercial vehicles, and with piston and battery-electric power on offer, it should attract plenty of buyers. Let’s find out what it’s like.
What’s new?
The Proace Max is the largest commercial vehicle in the Toyota range. (Toyota)
The Proace nameplate has been around for over a decade, and since 2016, Toyota has been in partnership with the Stellantis Group in building its vans.
The Max is the biggest sibling in the Toyota Proace family, sitting alongside the smaller City and Verso models. Not only that, but a wide selection of different body styles and powertrains are available to suit all. A vast array of standard safety features including crosswind assist are also fitted as standard, which helps keep the van stable when driving through strong crosswinds.
What’s under the bonnet?
There’s a choice of 2.2-litre diesel or an electric variant with a 110kWh battery pack. (Toyota)
Here on our shores, there will be a choice of diesel and electric versions. We are driving the predicted best-seller which is the 2.2-litre turbocharged diesel producing 138bhp and 350Nm of torque. There is a choice of either six-speed manual or eight-speed automatic transmissions available, too.
You can also specify the Max with an electric powertrain which brings a 110kWh lithium-ion battery pack with an electric motor which Toyota claims can do up to 261 miles on a single charge. The electric motor, meanwhile, produces 268bhp and 410Nm of torque and it’s compatible with 150kW DC rapid charging enabling the van to be topped up from zero to 80 per cent in 55 minutes.
The cliche of ‘it drives like a van’ can be made here because that’s exactly how it feels. The Proace Max does exactly what it says on the tin and that’s great because it’s not pretending to be like a car.
To drive, you sit high up which gives you a commanding view of the road ahead and the door mirrors are very large with small blind spot detection lights which really helps when changing lanes on a motorway.
We’re driving the 2.2-litre turbocharged diesel with the six-speed manual. The engine is noisy and rough, but it has plenty of torque and is punchy and actually rather fun to whisk along. The gearbox is slick and precise and the clutch is nice and light.
Where the van falls down is in its refinement. With it being a tall vehicle you get a lot of wind and road noise – particularly around the door mirrors.
The EV version of the van is a lot quieter – as to be expected. It’s easier to drive due to the automatic gearbox and acceleration is pretty good, too. However, as the electric variant weighs an extra 750kg, you can feel it when you drive it – particularly when it comes to stopping.
How does it look?
It distinctively looks like a van. (Toyota)
Our test van is the length three (L3) by height two (H2) bodystyle and from almost every angle you could mistake it for one of its Stellantis’ twins, with the exception of the badging and the front grille.
Apart from those minor changes it’s all standard van territory with a very tall and boxy shape with vertically positioned rear tail lights. Like with its driving experience, the design is simple and easily recognisable as a van and that really isn’t a bad thing. The Stellantis group vans that the Max shares almost every compartment with have been around for over a decade and in that time their designs have aged exceptionally well.
What’s it like inside?
The interior is simple and easy to navigate. (Toyota)
It will be of no surprise that the Proace Max shares almost all of its switchgear and dashboard layout with the rest of the Stellantis vans, but the design itself is simple and easy to navigate with physical shortcut buttons as well. The standard 10-inch touchscreen adds a little bit more of a modern touch and all the materials, although hard and cheap feeling, do look as though they will stand up to the test of time.
The only niggle that was found was depending on how tall you are and where you have the steering wheel positioned, it could obstruct the dials when driving – which is annoying.
What’s the spec like?
There is only one trim level. (Toyota)
Toyota has decided to keep it simple yet generous for us British buyers. In fact, there is only one trim level you can choose and that is Icon.
Although there is just the one trim across the entirety of the range, there is a vast amount of different body styles including a Chassis Cab, Platform Cab, Tipper and a total of three different lengths named as L2, L3 and L4 and two different heights as H2 and H3.
The range kicks off at £34,715 ex VAT for the 2.2-litre diesel with the Chassis Cab bodystyle. Standard equipment is generous with all vans coming with a 10-inch multimedia touchscreen, a seven-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, traffic sign recognition and DAB radio.
Equipment across the range remains the same with prices rising up to £53,613 ex VAT for the L4 by H3 electric version.
Verdict
Toyota’s contribution to the commercial vehicle market has grown rapidly in recent years and the Max is the final piece in the firm’s Proace jigsaw puzzle. It may not revolutionise the way we look at vans, but its simplicity and a good mix of bodystyles and drivetrains give the business buyer a lot of choice. And, with one very well equipped trim level, the Proace Max certainly has value for money on its side, too.
The firm’s Fabia, Scala and Kamiq will receive the Edition treatment with a total of £1,900 worth of extra equipment as standard.
Skoda has revealed new Edition trim levels for its Fabia, Scala and Kamiq models, that focus on value for money.
Kicking off with the smallest vehicle in the brand’s range, the Fabia, its trim levels now consist of SE Edition, Design Edition, SE L Edition and Monte Carlo Edition. Standard equipment now includes keyless entry and start, cruise control and dual-zone climate control.
Meanwhile, the larger Scala and Kamiq will also see Edition models replace outgoing trim specifications in a bid to improve standard specifications. Both models come in three guises; SE Edition, SE L Edition and Monte Carlo Edition. In terms of equipment, all cars come with a 10.25-inch virtual cockpit, a rear-view camera and metallic paint as standard, among other features.
The Kamiq is the firm’s smallest SUV. (Skoda)
All grades now come with an added total of £1,900 worth of standard specifications compared to its previous models.
Prices for the new Fabia range start at £19,880 and rise to £23,115, while the Scala begins at £22,255 for the entry-level model and continues to £27,955. Finally, the larger Kamiq is priced from £24,190 and rises to £29,435 for the Monte Carlo Edition.
Order books open for all Edition models from September 19, with first customers expecting deliveries by the end of this year.
The firm is developing a prototype that will be competing in one of the most famous racing in motorsport history – the 24 Hours of Le Mans.
Genesis has revealed that it will be fielding an entry into the gruelling FIA World Endurance Championship.
The luxury sub-brand of Hyundai’s new LMDH car is currently in the works and will be the car that will take on one of the most famous races in motorsports history – the 24 hours of Le Mans. The LMDH ruleset requires competitors to use a variety of off-the-shelf components rather than the equivalent Le Mans Hypercar specification.
LMDH stands for Le Mans Daytona H, which is a sports prototype category that competes with the Hypercar class in the FIA World Endurance Championships.
There are limited details regarding the vehicle that will be entering and there has been no further information regarding the announcement of the brand to the series.
An Instagram post from the FIA World Endurance Championships, said: “Hyundai’s luxury brand Genesis has today made official its intention to join endurance racing in the near future. Potential FIA World Endurance Championship entry remains subject to WEC selection committee approval.”
The Magma series will be launched at the end of 2025. (Genesis)
The luxury sub-brand of Hyundai is taking racing and its performance vehicles seriously, with its upcoming Magma series which includes hot versions of its G80, GV60 and GV80 models. It’s likely that this upcoming racecar will play a direct role in influencing future Genesis models and could bring trickle-down technology, as is often the case with road cars linked to Formula 1.
Genesis has not announced when its LMDH prototype will be entering into the World Endurance Championships, however with the WEC season nearly over, a 2025 entry could possibly be the perfect opportunity.
One of Britain’s favourite cars is now a world record holder for its latest TV campaign which debuts this month.
The Nissan Qashqai has just broken the Guinness World Record for the highest bungee jump in a car.
It comes as part of the car’s latest TV campaign which will debut this month as part of the current model’s recent facelift. The updates of the new model include a new front grille, redesigned alloy wheel designs as well as enhancement to the interior with a larger infotainment screen and updated e-Power hybrid powertrains.
The stunt was awarded by the Guinness World Records for the highest bungee jump in a car. (Nissan)
To achieve this world record, a collaboration between Nissan France, its agencies from Fuse and Nissan United decided to place the car on a 65-metre-high basket with a stunt driver behind the wheel. A panel from Guinness World Records also attended the making of the stunt and awarded the team with the prize for the highest bungee jump in a car.
Jerome Biguet, Marketing Director of Nissan France, said: “This is the kind of daring and therefore furiously essential challenge that we love at Nissan. The brand has always shown its ability to innovate and shake up habits with audacity and sometimes even impertinence. In its various TV spots, the Qashqai has tried skateboarding, surfing, paintball…each time thrilling activities. The new campaign will see it jumping from building to building.
The idea of a bungee jump to symbolise the personality of the new Qashqai quickly came to mind.”
Built in Sunderland, the Qashqai remains one of Nissan’s most popular models and sits above the Juke in the firm’s range.
The campaign for the new Qashqai was shown on French television on September 8, while further advertisements for the car will roll out in other countries later this month.
The firm’s first EV performed poorly in a number of crash avoidance tests, and it’s not equipped with a child presence detection system.
Jeep’s Avenger has been criticised by judges in the latest round of Euro NCAP safety tests.
The Avenger, which arrived as Jeep’s first electric vehicle, was scored just three stars during the recent examinations, with crash tests exposing a ‘surprising’ lack of chest protection for a 10-year-old occupant.
The Avenger is Jeep’s first EV to the market. (Jeep)
Despite the compact crossover winning numerous awards, its lack of a child presence detection system and poor performance in several crash avoidance tests with pedestrians, cyclists and motorcyclists means that Jeep’s EV lacked the safety equipment offered by rivals.
Dr. Michiel Van Ratingen, secretary general for Euro NCAP, said: “These test results demonstrate a clear lack of ambition from a car manufacturer that has shown much innovation in its car design and for a brand that is directly targeting the family segment. There is growing competition in the car industry, and Stellantis has had to take several steps to secure the future of its brands. But safety should not be where a car manufacturer makes its savings. Euro Ncap will continue to highlight shortcomings in this area, for the benefit of European car-buyers.”
Renault also missed out on top marks with its new Symbioz SUV, achieving a four star rating like its smaller sibling, the Captur. However, it was good news for other cars such as the BYD Seal-U, Subaru Crosstrek, Audi Q6 e-Tron and Ford Explorer all got a maximum five star rating with the Audi scoring particularly well for adult and child protection.
It’s now been two months since we took delivery of our Skoda Kamiq, Cameron Richards has been getting to grips with all of its features.
Believe it or not, but I’ve been living with my Skoda Kamiq now for two months and in that time I have become very familiar with it. So far, it’s fitted into my life quite nicely with only the odd irritation creeping in.
I’m going to be brutally honest from the start. I still hold a grudge for letting go of the trusty Karoq back in July, because it did everything so well in a comfortable and effortless manner. The Kamiq, on the other hand, is a great car but it doesn’t feel quite as complete as its larger sibling.
The Kamiq is a car that is very simple to navigate around. You can turn off the lane-keep assist and traffic sign recognition with a touch of a button on the steering wheel and the best thing of all – it has a traditional handbrake. Additionally, because the Skoda has been on sale for a few years now, it comes from an era where there are physical buttons to control almost everything, which coming from someone who tests the latest cars for a living, is a blessed relief.
The pop-out door protectors are a neat feature. (PA)
I love the nifty little features like the pop-out door protectors which really do help prevent bodywork damage and I’m also smitten with the parking ticket holder when a pay and display machine has to be used.
A little trip up to Surrey gave it a chance to stretch its legs a little, and for me to see how it stacks out on a longer journey. Considering we’ve got the top-of-the-line Monte Carlo trim with larger 18-inch alloys, the smoothness of its ride and the solidity of its refinement is very similar to the Karoq in that sense – with the only difference being you sit a lot lower down making it feel more like a car than an SUV. The bucket seats are surprisingly comfortable and on a sunny day, the full-length glass roof is a nice touch.
The wireless Apple CarPlay decided to blackout on me. (PA)
The only blip of annoyance that I have encountered is with the wireless Apple CarPlay, which for me is an absolute must in any car as it’s always better than the woefully poor infotainment systems from most car manufacturers. Setting off on my journey to Surrey, the screen decided to black out and did not come back on again – making me think the system had crashed (this happened on the Karoq, too). No matter what I tried, it was not playing ball and so I had to build up the courage to use the standard navigation system, which is not the greatest at the best of times. It was incredibly frustrating as I couldn’t listen to any music and there was a lot of faffing about to get the standard system on the navigation screen to work out where I wanted to go.
The full-length glass roof lets a lot of light in the cabin. (PA)
After a two-hour drive and a stop-off to see some friends, the system reset itself. After a few hours, I was reunited with Apple CarPlay, which makes me think there is a software glitch not just in this specific car, but with Skoda’s infotainment system in general as I encountered the exact same issue with the Karoq, too.
Another problem I seem to have with the car is with the DSG automatic gearbox which is clumsy and slow to respond. When accelerating away from a junction it feels hesitant to make decisions and when overtaking it can’t make up its mind what gear it wants to select. Furthermore, when driving downhill, the system wants to change down a gear, leading to the engine screaming at you – which is odd. Also, the 1.0-litre engine, which is perfectly peppy for most people, feels a little weak compared to the more muscular 1.5-litre turbocharged unit in the Karoq, however I’m still returning nearly 44mpg which isn’t too bad.
The Kamiq has encounted the dreaded M25 and A3. (PA)
I’ve still got many months left with the Kamiq, and in that time I’m hoping to take it on many more adventures. So far, I’ve been impressed with it, but I’m still not convinced that it’s as good as its bigger brother. Only time will tell whether I will bond with it as much as the Karoq.
The Peugeot 5008 has gone into its third-generation. Cameron Richards takes a look at the outgoing car to see if there is still a place for the MPV.
What is it?
(Stellantis)
The acronym, MPV, is rarely used in the automotive industry these days and that’s because of the rise and domination of crossovers and SUVs. Indeed, Multi-Purpose Vehicles have fallen out of favour with buyers more interested in sitting a little higher up.
The Peugeot 5008 is still a no-nonsense seven-seat family wagon that promises to give the comfort and practicality that an ever-growing family needs. With a new model arriving on the scene, we take a drive in the outgoing car to see if the next generation has a lot to live up to. Let’s find out.
What’s under the bonnet?
(Stellantis)
We are driving the hybrid model which comes fitted with a 1.2-litre turbocharged petrol engine mated to an electric motor. It produces a total power output of 134bhp and 230Nm of torque, while acceleration stands at 0-60mph in 10.1 seconds and it reaches a top speed of 124mph.
Other engines in the range consist of the standard 1.2-litre turbocharged petrol engine without electrified assistance. It produces a total power output of 129bhp and 170Nm of torque. Acceleration from 0-60mph is the same as in the former, however its top speed is slightly less at 117mph.
You can also get an efficient 1.5-litre turbo diesel variant that is badged ‘HDi’. Power is the same as in the standard 1.2-litre turbo petrol at 129bhp, but its torque levels increase to 221Nm. Performance is slightly less as well with a 0-60mph of 11.6 seconds, but expect fuel economy to be around 54mpg combined. All 5008s come as standard with an automatic gearbox.
What’s it like to drive?
(Stellantis)
Immediately when you get behind the wheel of this family wagon, there is no doubt that Peugeot wanted to focus on comfort as well as driver engagement with the 5008. The seats are like armchairs and do a great job of supporting you while you’re on the move. Furthermore, our test car had a massage function for the driver’s seat, to aid comfort even more.
The driving experience itself is surprisingly good for this category of car with it feeling composed around the bends and the steering has a nice weight to it. The engine has a good, sporty tone – despite it only being a 1.2-litre three-cylinder, too. Refinement is also good with little intrusion of any road and wind noise entering the cabin. Meanwhile, visibility is excellent thanks to the large glass areas making it a doddle to manoeuvre this very large MPV.
How does it look?
(Stellantis)
At the front you get the slim long LED daytime running lights and headlights that merge into the grille. At the back, you get the tiger claw effect rear taillights and fake exhaust tailpipe design that feature on the lower part of the back bumper, but overall the design is simple and inoffensive.
Our test car came with a two-tone roof and darkened alloy wheel designs which gave a classy yet sporty look, too.
What’s it like inside?
(Stellantis)
Ever since the firm’s 208 supermini was released back in 2012, Peugeot interiors have always had a sporty essence about them. Even though there is nothing performance-inspired with the 5008, you still get a small stubby steering wheel and the firm’s i-cockpit that includes a digital readout of your speed and various driving information.
The dashboard itself is angled towards the driver and there are shortcut buttons that look like toggle switches from an aircraft. The materials used throughout feel high quality and there is a nice texture cloth effect on the front door cards and above the glove compartment.
In terms of storage, with the acceptance of the pathetic glove box, you still get an incredibly deep centre storage bin under the split opening armrest, as well as two cup holders and decent sized door bins.
However, step in the back and things step up a gear. Passengers are greeted to picnic tables, storage nets on the seatbacks and large door bins located in the rear doors – while the nearside rear passenger also gets a secret underfloor storage compartment in the footwell.
Space itself is excellent with loads of head, leg, knee and shoulder room, but the third row is best suited to smaller children as the floor is fairly high and headroom is a bit of squeeze – but, at least they fold up and down relatively easily with just two levers.
Capacious is an understatement to describe the 5008’s boot capacity. As it stands with all the seats folded down at 2,042 litres – remove all the seats and the volume increases further to 2,150 litres. With the third row flattened, the capacity is still respectively at 952 litres or 166 litres with all rows in place.
What’s the spec like?
(Stellantis)
The 5008 trim levels are easy enough to comprehend as there is just Active, Allure, GT-Line Premium and GT.
All models come well equipped with even the entry-level car featuring an eight-inch infotainment screen, automatic climate control and rear parking sensors.
Our test car is the flagship GT model and it comes in at around £37,000. For that, you get leather upholstery, heated front seats with a driver’s massage function and electric adjustment, keyless entry and Apple CarPlay and Android Auto.
Verdict
It’s a shame that the production of the second-generation 5008 is coming to an end. For a vehicle competing in a rapidly declining market, Peugeot has shown that the MPV can still be engaging without compromising on practicality and looks. The third-generation car has big boots to fill to make it as good as this outgoing model.
The Prius showed the world that hybrid powertrains could become the norm. Has this latest model moved things on again? Cameron Richards finds out.
What is it?
(Toyota)
Today, the Prius is seen as the Uber taxi driver’s car of choice as it offers excellent fuel economy and low emissions while Toyota’s renowned hybrid drivetrain makes it endlessly dependable.
Launched in 1997 and here on our shores for the first time in 2000, the Toyota was the first of a petrol-electric breed that would revolutionise passenger vehicles to how we see them today.
Love it or loathe it, the Prius has been a global success for the firm, with over five million units sold worldwide. Now, this new fifth-generation car aims to be better looking and more efficient than ever before. Let’s find out if it’s any good.
What’s new?
(Toyota)
Initially, the UK was not going to receive this latest model, however, 18 months after it went on sale around the globe, Toyota decided that was a mistake and chose to offer it to us British buyers as well.
For the first time, you can only get the Prius as a plug-in hybrid, and while that may not be for everyone, it should be a firm favourite with company car drivers thanks to its lower emissions.
It uses the marque’s second-generation TNGA-C platform which helps improve on its stability and rigidity making the car more composed and better to drive.
There is also a new exterior design and the car uses the latest version of Toyota’s Safety Sense Three technology.
What’s under the bonnet?
(Toyota)
There is only one powertrain and that is a 2.0-litre four-cylinder petrol unit that comes mated with a 13.6kWh battery pack that gives a claimed 53 miles on electric power alone.
In terms of power, it produces a total of 220bhp and 208Nm of torque. Acceleration has improved over the outgoing car, taking 6.6 seconds compared to 10.7 seconds to get from 0-60mph and the top speed is 109mph. The CO2 emissions have also dropped to just 12g/km of CO2 and Toyota claims an MPG figure of around 470 to 560mpg when driving on electric power.
Recent Toyotas have been great to drive and the new Prius is no exception here. Behind the wheel, the power from the hybrid system is responsive and picks up well. The handling is neat and precise and the steering has good feedback, too. But, the skinny 195 profile tyres fitted on our test car did struggle for grip from time to time. We’re driving the cheaper Design model which sits on 17-inch wheels making the ride smooth and not too fussy over potholes and bumps. We also managed to hop into a car with larger 19-inch wheels and yet the ride still felt composed and comfortable.
What lets the Prius down is the gearbox. All versions come with an e-CVT transmission which artificially alters the revs under acceleration to make the driving experience quieter and more comfortable. But, put your foot down and the engine screams into life which transforms the cabin from being very quiet and relaxing to fairly loud and unrefined. Another issue is rear visibility, which is poor, to say the least as the sloping roofline and thick C-pillars create very large blind spots. What’s also annoying is that there isn’t a rear windscreen wiper making manoeuvrability even trickier in wet conditions.
How does it look?
(Toyota)
‘Striking’ is the word that springs to mind, and in a good way. Previous generations of the Prius have looked a little geeky and bulbous. However, this new model really has a sleek presence and looks really sporty from every angle.
The front end features C-shaped front headlights that curve from the bottom of the bonnet to the front grille, while the side profile features a sharp design curve on the lower part of the car and there are hidden rear door handles to give it a more coupe-esque look. Meanwhile, at the back, the sloping roofline improves airflow and really sets off its bold design.
What’s it like inside?
(Toyota)
The latest Prius adopts some of its interior design cues from the larger bZ4X SUV, meaning you get the same cool-looking aeroplane-styled instrument display. The dashboard design itself is attractive to the eye and it’s nice that Toyota still gives you physical buttons for the climate control. Storage is also good with lots of cupholders and a decent cubby hole under the centre armrest – plus there is a secret compartment hidden under the wireless smartphone charger, too.
However, the quality of the materials isn’t reflected in the price tag, with lots of plastics hard to the touch and this makes the whole cabin feel a little cheap in places. Step in the back and taller passengers will find that the sloping roofline eats into headspace, but knee and legroom are good, though. Boot space is also on the smaller side, standing at only 284 litres – which is almost 75 litres smaller than in its predecessor, it’s also shallow and not particularly deep either. A Kia Niro is more practical for passengers and boot space.
What’s the spec like?
(Toyota)
British buyers have it easy when choosing their Prius as there are only two trim levels.
We are driving the entry-level Design which starts at £37,315 and comes fairly well equipped. It includes a 12.3-inch multimedia touchscreen with navigation, 17-inch wheels, keyless entry and push-button start.
The flagship Excel is yours for £39,955 and boasts features such as a digital rear-view mirror, heated and ventilated seats, a powered tailgate and 19-inch alloy wheels.
Verdict
We’re pleased that Toyota has decided to bring the Prius to the UK. As a nation that has loved the previous generations, this new model will certainly be just as popular.
The added benefit of its good looks and excellent fuel efficiency levels thanks to its standard plug-in hybrid powertrain makes this new model even more affordable to run. It’s a pity that its shallow boot space and cramped rear seats don’t make the Prius as commodious as some of its rivals, but there’s no getting away from the fact that its famous nameplate will still attract new and existing customers to the Toyota brand.
