What is it?

Volvo’s ‘Cross Country’ range of machinery has become well established in the hall of niche car segments since the first arrived as a variant of the V70 in 1998. Since then, the road car-turned-soft-roader trim has appeared on a number of machines, and the newest incarnation of the V60 is the latest to benefit.

Available in the UK exclusively with a diesel engine, it’s something of a landmark moment for Volvo too — becoming the final diesel model to launch as the Swedish firm gears up its push to a cleaner powertrain line-up.

What’s new?

Last year saw the introduction of an all-new V60, with Cross Country coming alongside the more style-oriented R-Line to make the range more comprehensive.

What does this particular trim bring to the table, then? Well, not a lot more to be honest — rather tweaking the compact estate’s elegant formula rather than revolutionising it. That said, it is the first of the second-generation V60’s all-wheel-drive offerings, while also bringing plastic bodywork additions for a more rugged look alongside functional features such as an off-road driving mode, Hill Descent Control and a raised ride height.

What’s under the bonnet?

Powering the V60 Cross Country is the last ever diesel engine to launch in a new Volvo model. This ‘D4’ unit produces 187bhp and 400Nm of torque, sent to all four wheels via an eight-speed automatic gearbox. As a result, 0-60mph comes in 7.7 seconds with a top speed of 137mph possible. As for efficiency, Volvo claims it can return 42.8mpg on the combined cycle with CO2 emissions of 143g/km.

The powertrain is one of the smoothest out there, with torque delivery not particularly sharp but rather spread well over a wide rev range, while the automatic gearbox is swift enough in its changes for a cruise. As long as you don’t expect much in the way of inspired driving from the unit, there’s joy to be had.

What’s it like to drive?

Much like its powertrain, the overall drive of the Cross Country is best suited to soaking up mile after mile in one fell swoop. The ride is supple, all-round refinement is amongst the best in its class and it’s just a joy to spend a lot of time in.

While that is also true of the regular V60 range, the CC, of course, has another trick up its arsenal — its off-roading ability. Now, we’re not going to claim it’s any Land Rover Defender competitor, so don’t think it’ll tackle a rainforest with ease. But for crossing light fields and some slightly more challenging boggy roads, it delivers. In off-road mode, gears are held on to longer for increased driver involvement and its Hill Descent Control acts impressively.

How does it look?

Despite its more rugged agenda, the V60 Cross Country only has minor aesthetic hints at its capabilities — much like those models before it. The regular V60 design is present, with the simple addition of plastic cladding and a raised ride height for a tougher appearance.

It’s a good blend of capable and classy to our eyes. Volvo’s current corporate designs is one of the best out there at the moment, and the V60 has only heightened that — so it’s good to see it remain intact in CC form.

About as off-road as a V60 Cross Country will ever go in the hands of owners, but quite the fan of the more rugged looks. pic.twitter.com/ReJMZBw8Sp

— Ryan Hirons (@RyHirons) February 28, 2019

What’s it like inside?

Volvo has kept the V60’s interior identical as well for the Cross Country — there’s no indication you’re in a machine designed for the rugged stuff. That’s not a bad thing — with a plethora of leather and soft-touch materials deployed in the cabin.

The ergonomics of the cabin are impressive too. Controls fall neatly to hand while incorporating toggle switches within the infotainment system for safety features means there’s no need to wave your hands around the steering column looking blindly for the right button.

As for space, five can be seated comfortably while its boot capacity comes in at a class-leading 529 litres. Compare that with 505 for the Audi A4 Allroad and 495 in the outgoing BMW 3 Series Touring, and it seems generous.

What’s the spec like?

Volvo offers a generous amount of equipment for no extra on the Cross Country’s £38,270 base price. Standard luxury highlights include 18-inch alloy wheels, cruise control, Hill Start Assist, automatic wipers and LED headlights, dual-zone climate control and a nine-inch touchscreen infotainment system.

Our £49,395 test car came with a host of extra goodies, including a panoramic glass sunroof, Park Pilot Assist, adaptive cruise control, heated front seats, a Hamman audio system, keyless entry, four-zone climate control, 19-inch alloy wheels and support for both Android Auto and Apple CarPlay via the infotainment system.

It’s hard to argue with the pricing — this is, after all, a premium car, and remains in the ballpark of its closest competitor, the Audi A4 Allroad. That said, an equivalent Momentum Pro V60 can be had from £37,120, which makes it hard to suggest the Cross Country unless you’re planning to consistently head down rugged paths.

Verdict

The Volvo V60 Cross Country only builds further on an already very good car. Its additions haven’t spoilt the comfortable, refined experience of the compact estate – only enhancing it with some off-road ability and a tweaked look.

That said, with a slightly higher price point than Momentum Pro models with a similar specification, it doesn’t leap out of the range as a recommendable model — and is only really a necessary consideration if its ability to take on some more rugged roads is a requirement.

Facts at a glance

Model: Volvo V60 Cross Country
Price: £49,395
Engine: 2.0-litre diesel
Power: 187bhp
Torque (Nm): 400
Max speed (mph): 137
0-60mph: 7.7 seconds
MPG: 42.8
Emissions (g/km): 143

What is it?

C-segment cars continue to be a popular choice for UK buyers, but it’s arguably a tough class to crack for manufacturers. With the latest Ford Focus still flying off the shelves like those before it, the Volkswagen Golf proving to soldier on, and the patriotic among us buying Vauxhall Astras in their droves, it’s going to take a real gem for the rest of the industry to break into it.

That’s something Mazda has previously struggled to do. Despite the 3 being a pleasant prospect in its previous three generations, it’s not exactly a common sight on our roads. Now though, the fourth-generation car is here – and the Japanese firm is hoping it will change that.

What’s new?

What we have here is a totally new car. It’s the first to sit on Mazda’s latest Skyactiv-Vehicle underpinnings, which is said to improve comfort, handling and overall refinement. There’s also a fresh take on its ‘Kodo’ corporate design.

Key to the Mazda3’s potential success is the all-new Skyactiv-X technology, which the manufacturer claims can deliver the efficiency and torque of a diesel on cleaner petrol engines. It’s not quite ready for market yet though, so we’ll have to wait until later in the year for a verdict on that.

What’s under the bonnet?

While we wait to see if Skyactiv-X lives up to the hype, two Skyactiv engines are available from launch for the 3 hatchback — one naturally aspirated 2.0-litre petrol and one 1.8-litre turbodiesel. The green-pump option also comes as part of a mild-hybrid powertrain.

It’s the former of those we had a go in. Developing 120bhp and 213Nm of torque, power is sent to the front wheels via a six-speed manual gearbox (an automatic is also available). As a result, 0-60mph comes in a not-so-brisk 10.2 seconds, with a 122mph top speed possible. Mazda claims it can also achieve 44.8mpg on the combined cycle – although we actually managed 47.8mpg on our mixed test route – along with 142g/km of CO2 emissions.

As the figures may suggest, this isn’t a powerhouse – in fact, it’s fair to call it slow. However, it does offer a smooth drive that turbocharged rivals struggle to deliver – just be prepared to work it hard in more demanding driving scenarios.

What’s it like to drive?

The Mazda3 has always had an impressive behind-the-wheel experience, ranking among the class best as a driving machine. That’s no different here, with well-judged steering combining with a composed chassis to provide some serious fun – it’s almost crying out for a more potent engine. The latest Ford Focus still pips it to the top spot, but the gap isn’t huge between the two.

It’s also refined and comfortable on the motorway, although the ride is a touch firm compared with an equivalent VW Golf but not so much as to spoil the car. Wind and road noise coming into the cabin is fairly minimal too.

How does it look?

Soul Red Crystal just keeps getting better pic.twitter.com/n8QNclCEEC

— Ryan Hirons (@RyHirons) February 20, 2019

In a nutshell: jaw-dropping. Mazda has the good-looking car formula nailed down with its ‘Kodo’ design, and the 3 is a continuation of that.

Its concept-car-like front makes any other car in this price bracket on the road look ancient in comparison, and the sloping roofline creates a silhouette that rivals even the best coupes on the market. Press photos elicited mixed feelings on the chunky C-pillar introduced here, but it’s better appreciated in the metal. It looks properly good.

Better still is the saloon version – but that’s not set to come to market until later on in 2019.

What’s it like inside?

The Mazda3 makes a convincing effort at seeming more upmarket inside than it actually is. High-quality materials are present throughout – particularly on high-spec GT Sport models onwards, which benefit from a full black leather interior – and the three-piece dash is particularly effective at creating an elegant look. This also opens up the possibility of some interesting interior colour combinations down the line.

It’s not perfect, though. Rear passengers may struggle for headroom as a result of the sloped roofline.

As for boot space, the hatchback has 358 litres – a marginal decrease on the old car’s 364 litres, while also lagging slightly behind the Ford Focus’s 375 and VW Golf’s 380.

What’s the spec like?

Mazda likes to be generous with its equipment offerings, and the 3 is no exception to this. As standard across the range, the hatch boasts a head-up display, adaptive cruise control with traffic sign recognition, LED headlights and a newly designed infotainment system displayed on an 8.8-inch display. The infotainment system in particular is a highlight, building on Mazda’s already intuitive software and giving it a more modern feel.

Extras on our GT Sport Tech test car included keyless entry, heated front seats, rear privacy glass, 18-inch alloy wheels, a heated steering wheel, 360-degree camera system and a Bose audio system. With the range starting from £20,595 and topping out at £27,735, the Mazda 3 is a serious value-for-money prospect.

Verdict

Buyers in the C-segment have unfairly overlooked the Mazda3 in the past, but the latest version of the car may be the one to turn their heads at last. Boasting serious value for money, respectable efficiency, stunning looks and an impressive driving experience, it has everything to keep up with the best in the class.

If Mazda can deliver on its Skyactiv-X promises (and hopefully give the car a lot more poke in the process), there’s no reason the 3 couldn’t become the go-to choice ahead of its competition.

When it comes to the wider world of motoring, there’s a bunch of forbidden fruits other countries around the world got that were sadly never destined for UK shores.

That hasn’t stopped them finding a way here though, with the import market ever growing in popularity — be that people looking for rare sports cars, Hollywood icons or even MPVs. The result is a used car market full of weird and wacky machine from across the world, and we’ve picked out the best £10,000 can get you…

Eunos Roadster

We know what you’re thinking, “that’s a Mazda MX-5”. You’re correct, and it was sold here in the UK — but good luck finding a domestically-sold example that’s both affordable and rust-free. Head to the market of imports, and you can get the JDM Eunos Roadster — the same car, just a different take Mazda had on marketing the dinky sports car in its home nation. Why a Eunos here, though? Well, rust — Japan doesn’t have as much of a problem with corrosive road salt as we in the UK do, so cars tend to be more structurally sound.

Nissan Skyline R33 GTS-T

You’ve heard of the Skyline GT-R, but did you know there was a full range of cars ranging from basic saloons to mildly-sporty versions as well? Unless you played Gran Turismo 4 in depth, probably not. The GTS-T is something of a middle between those two and the full-blown ‘Godzilla’, with single-turbo 2.5-litre engine sending around a claimed 230bhp to the rear wheels. Sure, it’s no GT-R — but the prices reflect that, with a GTS-T available at a reasonable cost.

Pontiac Firebird

If you want to sample life with Knight Rider’s KITT, or you found a spirit animal in The Office’s Dwight Schrute, then how about a Pontiac Trans Am? This muscle car may not be quite a globally-household name as Mustang is, but it’s just as worthy a muscle car as the popular pony. That might even win favour for those wanting to stand out — think about it, do you know anyone with a Pontiac? Just don’t expect it to talk.

Ford Mustang (Fifth-generation)

The Ford Mustang in its current generation was the first to be sold officially in the UK — and in right-hand drive too — which might go some way as to explaining why demand for imported examples of its predecessor seem to be low. So low, in fact, they can be had for a shade under £10,000, if you’re willing to settle for a V6 anyway…

Renault Twingo

If you’ve been on holiday to Europe at all in the last two decades, you will have seen a first-generation Twingo. The quirky, borderline weird city car was a hit on the continent — and perhaps would have been so in the UK had it been sold here. Sadly though, it never was officially — but there’s so many examples throughout Europe that they’re dead cheap and easy to source.

Cadillac Escalade

Look back on any early 2000s R&B video and we can guarantee a big, American SUV makes an appearance all blinged-up. Further still, it was probably a Cadillac Escalade — and if for some ungodly reason you want to recapture that, there’s a decent pool of them to choose from here in the UK. Perhaps above all else, it’s an SUV that will stand out in a world full of them. Just leave the gold chains at home…

Mitsubishi Evo I-IV

The Mitsubishi Lancer Evolution was sold in the UK officially in its later forms, becoming a legend alongside the Subaru Impreza in the process, but it wasn’t originally destined for our shores. Thanks to its popularity today though, imported earlier versions of the Evo are now a dime-a-dozen on the classified market and tend to trade hands for very little compared to newer brethren. It’s hard to see why though — they still offer the turbo-heavy and big-winged goodness of the domestically-sold Evolutions.

Nissan Elgrand

Japan loves to make a wacky MPV, and fortunately for us there’s a massive following for them in the UK. These weird, yet appealing and functional machines come from a number of manufacturers — but perhaps the best-known is the Elgrand.

Yep, ‘The Big’ if you roughly translate its name from Spanish to English — even though by modern standards, it’s quite compact for a vehicle that can seat seven. Oh and did we mention it has the V6 engine you’ll find in a 350Z, too? Sporty.

Two expert Lego builders have crafted a life-sized Volkswagen camper van using 400,000 bricks.

Unveiled at the f.re.e leisure and travel fair in Munich, the impressive model reportedly took just six weeks to build.

Rene Hoffmeister, one of 12 people in the world recognised as a Lego Certified Professional, and friend Pascal Lenhard teamed up to craft the 700kg T2 Bulli.

The pair produced a 3D imaging construction plan in advance to help them complete the impressive project – although it wasn’t without its issues. Faced with a shortage of transparent bricks late in the venture, the creators were forced to ‘work’ night shifts to present the model at the fair.

It’s fair to say the final project turned out impressively though. It’s more than five metres long, 1.9m wide and even features a pop-up roof that takes the overall height to above three metres. Inside the van, there’s also an array of fittings crafted from the brick-building system.

While this project wasn’t officially sanctioned by Lego, the Danish toy company is known to take on similar feats. Last year, it created a life-sized Bugatti Chiron using more than a million elements from its Technic range of components – with the model even driveable to a top speed of ‘over’ 12mph.

Leading animal charities have expressed ‘serious concerns’ over Tesla’s Dog Mode that’s designed to keep pets cool in unattended cars.

The software update, which has been made available on all Tesla models this week, allows owners to leave the air conditioning on in their cars to keep their pets cool.

However, national animal charities have said they believe that under no circumstances should dogs be left unattended in cars as they could ‘die in minutes’ if the technology failed.

Introducing Dog Mode: set a cabin temperature to keep your dog comfortable while letting passersby know they don't need to worry pic.twitter.com/xFU6MGZT53

— Tesla (@Tesla) February 14, 2019

Holly Barber, RSPCA campaign manager, said: “Technology can fail and it isn’t worth the risk of injury to your pet to put them in this situation. We would advise owners to leave them at home if they know they are going to be away for a longer time.

“The RSPCA receives thousands of calls every year about dogs left in hot cars and our inspectors see first-hand the trauma this can cause.

“Many people think it will be fine just to leave their pets for a minute or two, but we know that this is all it takes for temperatures inside a car to soar to dangerous levels. Our advice is never to leave a dog in a car on a warm day.”

Tesla announced Dog Mode this week. It not only cools the car but also informs passers-by via a message on the infotainment screen that the owner will be returning soon and not to worry.

The mode remains on when occupants leave the vehicle and they receive a notification via Tesla’s mobile app if the car’s charge drops below 20 per cent while Dog Mode is in use.

However, animal charities are not only concerned the technology could fail or be incorrectly set, they also fear that it inadvertently promotes the wrong message to other car owners that leaving a dog in a car is acceptable.

Mark Bossley, chief vet at national pet charity Blue Cross, said: “Blue Cross would have serious concerns that this [Tesla] system could lead to complacency with owners that it is OK to leave their dog alone in a car.

Can you put a dog mode on the Tesla Model 3. Where the music plays and the ac is on, with a display on screen saying “I’m fine my owner will be right back”?

— Josh Atchley (@nynex) October 19, 2018

“They could become a target for opportunist thieves and there are dangers in warmer weather, as dogs can die in minutes if left in a hot car. We would never advise people to leave their dog in a car in any situation.”

The idea of a Dog Mode was first suggested directly to Elon Musk last October by Twitter user John Atchely. He said: “Can you put a dog mode on the Tesla Model 3. Where the music plays and the [air conditioning] is on, with a display on screen saying ‘I’m fine my owner will be right back’?”. Musk simply responded “Yes”, before announcing the feature’s introduction earlier this week.

A spokesperson for Tesla said: “This feature keeps your dog at a comfortable temperature in your car while letting people passing by know that the owner will be back soon.”

Everyone loves a life hack. From hanging creased clothes in the shower to get them straightened up, to using an old sweet tin to store change — there’s a life hack for pretty much anything.

That includes your car, too. Our lumps of metal designed for transport may not be something we often think about ‘life hacking’, but there are a few little tricks you can do with your motor to make life that little bit easier. Here are our tips…

Lowering kerb-side mirror when parallel parking

No matter how hard you try, if you parallel park on the regular you’re almost certainly going to kerb a wheel one day — or if you’re not that good at it, every day.

Well, fear not, as you can avoid doing this with a simple drop of the mirror. Once stopped safely before the manoeuvre, lower the kerb-side door mirror until you get a view of the rear wheels. Now you’ll be able to place the back of the car close to the kerb without having to risk whacking it accidentally. Just remember to be careful at the front…

Hold the key fob lock button to raise all the windows

We’ve all done it on a hot summer’s day. You’ve had your window down to catch some fresh air, parked up and then walked away before realising you’ve forgotten to wind it back up again.

Now you’re going to have to head back to the car, turn the ignition back on and put it up again, right? Not if you drive a recent VW Group car, (Volkswagen, Seat, Skoda, Audi to name a few) — or a Honda NSX for that matter. Take the key fob and just hold down the lock button for a few seconds, and watch as the glass comes back up.

Place the parcel shelf between seats when folded flat

Having the ability to fold rear seats down in a car is great, but it does leave a problem of knowing what to do with a parcel shelf. Say you’ve bought an Ekedalen too many on a recent visit to Ikea, and you need to take advantage of the extra boot space — but there’s the pesky parcel shelf. Do you shove it in with the rest of your cargo, strap it in the front passenger’s seat or even just leave it?

Actually, there’s the fourth option — sliding it behind the front seats. It’s a simple little trick that’s easy to forget about, but having seats folded flat does tend to leave a gap just behind the occupants furthest forward, perfect for sliding the parcel shelf in.

Keep food warm with heated seats

Nobody likes cold fast food. You’ve done the drive through, gotten home and then opened up your brown bag of delight to find frozen nuggets and cold chips — it’s grim, really.

Well, you can at least try to counter that if your car is blessed with heated seats. Stick your food on the passenger seat (in the container, of course) and stick the heating element on full blast. Of course, this is only effective to a point and results will vary depending on the seat itself and how hot your food was when you got it — but it’s worth a crack.

Check your tyres with a 20p

For tyres to be legal for use in the UK, they must have a tread depth of at least 1.6mm — and ideally, you’d want a fair bit more than that. Checking this could be an issue for most though, as you’d need a dedicated tool to know how much tread is left.

Step in the humble 20p coin. See that little outer rim? That’s 2.7mm in depth — perfect for ensuring your tyres are in good nick. If the tread stops below it, it’s probably a good time to start looking for replacement rubber.

Boost your locking range with a key fob to the head

This one may seem like a myth, but really, it works! Ok so science suggests it could just be the act of raising the key fob higher, therefore allowing a better range of signal, but there’s also some research claiming that your head could effectively be working as a giant infrared signal booster.

Next time you’re in the supermarket car park, give this one a go — even if passersby might offer an odd look or two in the process.

Windscreen washer fluid is far from exciting, but it’s one of the most crucial components in running a safe car at this time of year.

Without it, visibility in a car would be seriously compromised once dirt and road debris begins to build up on the move — particularly once the gritters come out — and you can even be handed a fine for driving without it.

It may seem simple, but there’s a lot to know about washer fluid. Here’s our guide to why you need it and how to refill it.

What does windscreen washer fluid do?

As the name suggests, windscreen washer fluid exists to keep your windscreen clean. It sits in a small container located in the engine bay and is sprayed onto the car through jets which are usually mounted on the bonnet or built into wiper arms.

It’s most commonly activated by pushing a stalk behind the steering wheel. Some cars with rear wipers also have nozzles to spray the rear window.

What options are available?

There are two main types of washer fluid available — concentrated or ready-mixed. The former tends to be purely washer solution and is designed to be mixed with water by the user before putting it into the car.

This brings with it the advantage of the fluid in bottle lasting longer and also the ability to vary percentage of solution to water. It’s recommended that you use a strong mix of solution, if not solely washer fluid, over the winter months. This is because water can freeze in the pipes when temperatures drop below zero.

Ready-mixed is pretty self-explanatory — eliminating the need to add water yourself. This makes it handy for a quick on-the-go top up of fluid, but you’re likely to go through the bottle quicker this way.

Some solutions are also designed to work at temperatures well below zero, but as it gets lower the cost tends to increase. In the UK, fluid that can operate to -10c is all most motorists will ever need.

Can I use water?

Using water in place of washer fluid is entirely possible but it’s not recommended. Water doesn’t clear dirt as effectively as dedicated solutions and is more susceptible to freezing in the colder months.

Will my car fail an MOT test without washer fluid?

While your car won’t be failed on an MOT test for having a low volume of washer fluid, it could be at risk of failing as a result of poor windscreen clearance.

If fluid is low, the washer jets may be deemed to not be working properly and that could result in the vehicle failing its MOT. It’s worth topping up the fluid ahead of an MOT to avoid a simple but costly error.

Can I be fined for driving without it?

Although the probability of being pulled over by a police officer to check if your windscreen washer level is low, being found without it while your car is being checked for anything else could land you with a fine.

According to Section 34 (6) of the Road Vehicles (Construction and Use) Regulations 1986, “every wiper and washer fitted in accordance with this regulation shall at all times while a vehicle is being used on a road be maintained in efficient working order and be properly adjusted.”

How to change windscreen washer fluid

Open the bonnet

Changing washer fluid is a very simple task. First, hop into your car and locate the latch for opening the bonnet. If you’re not sure where to look then consult your owner’s manual. However, it’s often placed below the steering wheel or near the passenger-side glovebox.

Locate the washer bottle

The washer bottle, which holds the windscreen fluid, is often marked out with a light blue cap with an embossed image of water spraying. Most will simply lift open or use a screw cap.

Pour it in

This part is simple, simply place the opening of the bottle above the opened cap and begin to pour the solution in until full —most cars will have a fill-to line on the neck of the bottle. If you’re concerned about spillage, consider using a funnel.

Test the jets

It’s worth checking everything is in working order now, before setting off again. Activate the jets how you would normally via the washer stalk. If the fluid is spraying onto the windscreen and clearing dirt, then all is good. If not, there could be a problem in the bottle itself or with the spray nozzles.

Car design could become a lot more driver-focused, thanks to a new tool being tested by Ford.

The American firm is experimenting with Gravity Sketch – British-built 3D virtual reality (VR) technology that lets the designers get up close and personal with their creations.

Wearing a VR headset and using hand-held motion controllers, they can navigate an open space and get a 360-degree view of the car they are creating – allowing them to produce a design around themselves. Ford says having the ability to see all angles will result in more ‘human-centric’ models being created.

It also believes the design process could be shortened, eliminating the need to turn a 2D sketch into a 3D model.

Michael Smith, design manager at Ford, said: “Jumping right into 3D gives us a 360-degree view of a vehicle as it is being created. This application has the potential to help ensure we are delivering the very best vehicle designs for our customers.

“It moves the entire process into the world of virtual reality, giving us greater options for reviewing more models in the 3D environment to create the best possible vehicles.”

Oluwaseyi Sosanya, Gravity Sketch chief executive and co-founder, said: “Our collaboration with Ford designers has enabled us to get immersed in their creative process and discover ways to help fine-tune this application to better suit their needs.”

What is it?

Dial back a few years and the thought of Hyundai embedding itself as an established competitor in a performance car segment would be laughable — but the success of the i30 N has proven that wrong.

The hatch has quickly earned a name as one of the best cars in the hot hatch segment, immediately bringing real weight to the ‘N’ badge. Following the i30 came the Veloster N for global markets (not UK bound, sadly) and now there’s a third model in the range — the i30 Fastback N.

Mechanically similar to the i30 N hatch, the Fastback N brings a real sporting edge to the four-door variant — but can it match the success of its hit sibling?

What’s new?

Keen to not spoil the formula, there aren’t many differences between the Fastback N and its hatch equivalent – body style aside.

That means it uses the same 2.0-litre, 271bhp powertrain along with the same clever technology to keep that power on the road — namely its electronic differential and torque vectoring systems.

There are some changes though, with a handful of visual tweaks made both inside and outside the car to give the Fastback a more distinctive look from the hatch. There’s also a switch to just one trim level in the UK, with the entry-level 247bhp model not coming to these shores.

What’s under the bonnet?

As mentioned, the i30 Fastback N uses the same 2.0-litre turbocharged four-cylinder powertrain as its hatchback equivalent — delivering 271bhp and 353Nm of torque to the front wheels via a six-speed manual gearbox.

The result is a 0-60mph sprint of 5.9 seconds with a 155mph top speed possible. As for efficiency, Hyundai claims 34mpg on the combined cycle while emitting 178g/km of CO2.

Power delivery from the unit is impressive, with a wide torque band ensuring performance is always on hand. Its six-speed gearbox is crisp, and paired with the standard fit rev matching technology, will make you feel like a driving god on any given B road. There’s definitely a need for a throatier sound from the engine, though.

What’s it like to drive?

The i30 N hatch’s impressive driving dynamics have not been lost in translation over to the Fastback. Monumental amounts of grip remain on offer, and the turn-in response is amongst the sharpest across the whole new car market.

Despite its clinical approach on the road, there’s a playful hint to it too. Get it going on a track and the Fastback becomes prone to a bit of oversteer — but not to levels that can’t be controlled. It remains arguably one of, if not the, best-driving front-wheel-drive cars on sale today.

That said, its performance on twistier roads and race tracks does come at a cost in terms of comfort and refinement. Longer cruises can be a hassle as a result of its harsh ride and brash engine.

View this post on Instagram

It's been a fun start to the week #Hyundai #i30N #Fastback #carsofinstagram

A post shared by Ryan Hirons (@rth42) on Jan 15, 2019 at 9:58am PST

How does it look?

The Fastback N has received a racier treatment to distinguish itself as the performance model for the four-door body style — while also getting a handful of tweaks to differentiate it from the N hatch.

Up front, it benefits from an aggressively-styled bumper with a distinctive red strip, while the rear of the car sees the addition of a diffuser and ducktail spoiler. There’s also a model-specific Shadow Grey paint finish.

Looks are always subjective, but for us, the i30 N looks better in hatchback form. While the front of the car offers a tidy look, the rear third of the vehicle looks awkward when viewed from a side and gives it a knock-off Porsche Panamera look.

What’s it like inside?

Hop inside the Hyundai i30 Fastback N and you’ll find everything to be typical of the brand. The interior is well laid out and not particularly fussy, although there are hard plastics and not-so-premium-feeling materials throughout.

That said, there are some additions to continue the racy feel. Red stitching features on the suede seats, with matching red trim pieces featuring around the cabin. There’s also a sports steering wheel, and N badging dotted around.

Similarly, to hatch form, the Fastback N can seat five — although rear headroom is compromised as a result of its sleeker roofline. There are 436 litres of boot space on offer — down slightly from the regular Fastback’s 450-litre capacity, due to the addition of a chassis stiffening bar behind the seats, although more than the hatch’s 381 litres.

What’s the spec like?

Just one trim level will be offered for the Hyundai i30 Fastback N in the UK — a decision made as a result of the entry-level, less-powerful version of the hatch responsible for only a small fraction of sales on these shores.

The result is bags of standard equipment — with the sole paid-for option premium paint at £585. Thrown in to the package are LED head and taillights, cruise control, keyless entry with a start/stop button plus an eight-inch touchscreen infotainment system with support for both Android Auto and Apple CarPlay. That’s all on top of the go-faster mechanical bits, too.

A small premium is commanded by the Fastback N, with its £29,995 starting price £500 more than the hatch in Performance trim.

Verdict

The Hyundai i30 Fastback N delivers an experience pretty much identical to that of the widely praised hatch. Its driving experience impresses, punching with the established performance nameplates such as Honda’s Civic Type R and Volkswagen Golf R.

But is the Fastback really worth opting for over the hatch? It makes sense from a practicality view with a larger boot — although it’s worth considering the reduced headroom — and if the four-door looks appeal more.

If driving experience is all that tops the list though, the hatch’s ever so slightly lower price point and like-for-like performance makes it far more tempting.

Facts at a glance

• Model: Hyundai i30 Fastback N
• Price: £29,995
• Engine: 2.0-litre turbocharged four-cylinder
• Power (bhp): 271
• Torque (Nm): 353
• Max speed (mph): 155
• 0-60mph: 5.9 seconds
• MPG: 34
• Emissions (g/km): 178

What is it?

ES is a nameplate steeped in history for Lexus — but one many here in the UK are unlikely to of heard of before.

Roll the years back to 1989, and to the launch of the Lexus brand globally. The ES was one of two cars tasked with allowing this new Japanese firm to take on traditional premium rivals — and its success has seen it now enter its seventh-generation.

Despite that, this is the first iteration of the executive saloon coming to the UK — replacing the slow-selling GS. Is it enough for Lexus to find success in a segment so traditionally dominated by the Germans?

What’s new?

The ES is both new to the UK, and totally new in this form. It’s set upon the GA-K (Global Architecture-K) platform, which will also see action as host of the latest Toyota Camry further on into 2019.

There are some brand firsts for Lexus here too, with a new 2.5-litre petrol engine featuring as part of an overhauled hybrid system, while new safety assistance technologies back up the forward-thinking approach here.

It’s also the first time Lexus has had a real go at making its trendy F Sport grade distinguishable from the rest of the range here. How? Having got behind the wheel of it, we’ll come to that…

New year, new Lexus ES pic.twitter.com/BWTmYHCpYW

— Ryan Hirons (@RyHirons) January 9, 2019

What’s under the bonnet?

Here in the UK, we’ll only see the ES in 300h form — meaning it’s powered by a 2.5-litre petrol-electric hybrid powertrain, capable of developing a combined 215bhp while torque is rated at 221Nm for the internal combustion engine and 202Nm for the electric motor. The system is paired with a CVT gearbox.

As a result, 0-60mph comes in 8.7 seconds with a top speed of 112mph possible. Lexus claims the ES300h can achieve 53mpg on the combined cycle while emitting 106g/km of CO2 emissions.

In a move that’s to be expected of Lexus at this point, the system is well-refined and just simply does the job. There’s not an abundance of power, but enough for it to accelerate briskly to motorway speeds and sit there quietly thanks to its electric capabilities. That said, the old CVT trick of making an engine sound like a vacuum cleaner while getting up to speed is all too present.

What’s it like to drive?

Buyers of a Lexus ES will likely do most of their driving on a motorway, and it excels here. Lexus has worked hard to ensure it’s a quiet and comfortable thing at speed (they say 93 per cent of the hidden metal is covered in soundproofing material), and it has paid off.

It rides exceptionally well and there’s so little noise coming into the cabin that you could probably hear a baby breathing while hurtling along at 70mph.

Don’t expect the excitement to ramp up when things get twisty though — despite the F Sport’s attempts to bring that to the table. What sets this model apart is trick adaptive suspension that, in simple terms, aims to bring a more involved drive when pressing on while creating a more comfortable environment at a cruise. It does the latter well, but there’s little sense of involvement under harder loads.

How does it look?

Unmistakably Lexus is the best way to describe the looks of the ES. It manages to be reserved yet bold at the same time, largely thanks to the gargantuan spindle grille sitting at the front of the car.

F Sport variants get a model-specific take on that grille, boasting a honeycomb pattern in favour of the lined unit found on other trims. On top of that, it also boasts 19-inch alloy wheels, jet black exterior highlights, tweaked bumper designs and a subtle boot lid spoiler.

The F Sport package doesn’t make the ES look over-styled to our eyes, but those who want the ‘sporty’ option in the range to stand out might be left wanting for more.

What’s it like inside?

Cabin quality is of a seriously high standard in the Lexus ES. Plush materials are present on every visible and touchable surface in the cabin, while an abundance of leather ensures the seats and steering wheel match the impression of quality.

That said, the driving position almost feels like an afterthought — it’s slightly offset from a natural position to the pedals and pushed almost into the door.

Lexus also claims best-in-class distance between the back of the rear seats to that of the front passenger. That’s an elaborate way to say it’s pretty spacious for those in the back too, offering bags of legroom for even taller adults. As for boot space, the ES offers 454 litres.

What’s the spec like?

Pricing for the Lexus ES begins at £35,150, with standard-fit equipment including adaptive cruise control, automatic LED headlights, front and rear parking sensors, heated electric seats, a reversing camera, rear privacy glass plus the Lexus Navigation infotainment system displayed on an eight-inch touchscreen (and sadly still linked to a dodgy trackpad).

On top of that, upgrading to F Sport brings with it the previously mentioned styling tweaks and suspension upgrades, plus unique seats and power folding mirrors. The F Sport is available from £38,150.

Those wanting a little more luxury over the standard car can opt for the £45,650 Takumi trim — bringing with it 18-inch alloy wheels, blind spot monitoring, an automatic boot, a 10-inch head-up display and a larger 12.3-inch infotainment screen.

Verdict

While the Lexus ES300h remains its only variant, it’s not going to be knocking the established German rivals from the perch — but the Japanese firm will be the first to tell you it isn’t aiming to do that.

Rather, this is an alternative for those who want hybrid efficiency and strong quality yet have residual values and low running costs strong in the back of their minds. It helps the car itself is pretty good too — offering bags of luxury and tech in a comfortable package.

Alternatively-fuelled cars remain the niche choice, but perhaps it’s fair to say the Lexus ES is well positioned to be a seriously strong executive contender when the majority become plugged into the electric revolution.

Facts at a glance

Model as tested: Lexus ES300h F Sport
Price: £38,150
Engine: 2.5-litre hybrid
Power (bhp): 215
Torque (Nm): 221 (engine), 202 (electric motor)
Max speed (mph): 112
0-60mph: 8.7 seconds
MPG: 53.0
Emissions (g/km): 106