Category: Reviews

A midlife refresh has made the car almost flawless, with Toyota ironing out all the imperfections of the old model. Cameron Richards has driven it.

What is it?

When you think of homologation specials, it’s the Lancia Delta Integrale and Ford Escort RS Cosworth that spring to mind. So, it wouldn’t seem quite right if you were to say ‘Toyota Yaris’. But, in 2020, the Japanese firm created its GR Yaris as a homologation special – the first of a breed of car that we haven’t seen for nearly three decades.

Featuring four-wheel-drive, a bespoke three-door body style and if you went for the Circuit pack – forged alloy wheels with two limited-slip differentials to make this a rather juicy contender in the hot hatchback market.

Even though it said ‘Yaris’ on its boot lid, the only resemblance to the traditional model were the door mirrors, shark fin antenna and the front and rear tail lights. The rest of the car was completely unique. So, it’s impossible to make the car even better, right? Well, Toyota has given this iconic car a refresh, and we’ve been driving it to find out.

What’s new?

Toyota is one car manufacturer that listens to its customers and decided that for the car’s mid-life facelift, it would iron out as many of the issues of the original to make it as near-flawless as possible.

Some of the issues such as the driving position, the rear-view mirror location and bland looking instrument cluster have all been addressed.

There is a revised front bumper with new tail lights too, along with an additional paint colour and a new eight-speed automatic gearbox option.

What’s under the bonnet?

Powering the car is the same 1.6-litre turbocharged three-cylinder petrol engine that you got in the old car, but now it produces more power and torque. The old version developed 257bhp and 360Nm of torque, whereas this new car produces 276bhp and 390Nm of torque.

That means acceleration has also improved with 0-60mph taking just five seconds, compared to 5.5 seconds in the previous version – but an electronically limited top speed of 142mph remains the same.

What’s it like to drive?

So, after a week driving the revised @ToyotaUK GR Yaris, I can honestly say this is one of best cars I’ve ever driven! It definitely is one of my favourite new cars and will certainly be a future contender to the Cameron Richards Yaris collection. pic.twitter.com/v0HOEJO0Uy

— Cameron Richards (@CamRichards13) January 13, 2025

The GR Yaris’ driving experience is something rather special. That’s because it has its own unique character and no matter where you go, it’s guaranteed to put a smile on your face.

If you push hard, the GR just takes it in its stride with back roads being its best friend. The handling is direct and precise, and thanks to its bespoke four-wheel-drive system, it corners flat and planted, while retaining tonnes of traction. In the wet, the car becomes even more impressive with still the same amount of super glue-like grip levels.

The acceleration is brisk and thanks to the added power and torque, it will leave most supercars in its dust during regular driving. There are new drive modes and a rotary dial that allows for different levels of power to be sent to each axle. We think the best combination is when you put the car in ‘sport’ mode, which sharpens the throttle response and ‘track’ mode – which sends 60 per cent of its power to the front wheels when entering a corner and 70 per cent to the rear when leaving it for better traction.

The suspension has been revised with the car’s ride now smoother and more composed than before. Plus, the chassis has been stiffened with added spots welds and you can feel it as you push on.

How does it look?

As it sits on a bespoke body, the GR Yaris looks like nothing else with its own unique identity. Just like the old model, this new car comes with forged lightweight alloy wheels and a rear spoiler, which is now colour-coded to the car.

You still get the three-door body style with a sloping carbon fibre roof, the front bumper has been redesigned and is split into four different sections to reduce costs of repairs and at the back, the chunky rear wheel arches give the car a bold presence out on the road. The twin-exit exhaust still remains and the GR badging located on the bootlid, front grille and front wings is also present, still.

What’s it like inside?

There have been a lot of changes with this updated version. The driving position is now 25mm lower than it was before and the rear-view mirror has been adjusted higher up to give a greater view of the road ahead.

But, the biggest change is the new digital instrument cluster and squared-off dashboard which angles the climate control and infotainment screen all towards the driver – giving off a 1980s Japanese retro interior vibe.

Unfortunately, the cabin materials used throughout don’t reflect in the car’s price tag – but at least everything is functional with physical buttons. Plus, there are two cup holders, a glovebox and door bins, to make it a little more practical for occupants up front.

Space in the back is limited with even smaller adults struggling for headroom and legroom being rather tight. Also, the boot space is small at only 174 litres, over 100 litres less than in the standard car – due to the location of the battery and four-wheel-drive system.

What’s the spec like?

Toyota has cut down the choice of GR Yaris to just one trim level – Circuit – which was the most popular from the old model.

Sadly, the price has now jumped from £33,495 to £44,250 which makes the car rather expensive. If you go for the new eight-speed automatic, the starting price increases to £45,750

All GR Yaris models come with plenty of sporty touches such as privacy glass, a GR front grille, a black front bumper, black door mirrors, a rear spoiler flared rear wheel arches and lightweight forged alloy wheels,

There are also two special edition versions that are named after Toyota Gazoo Racing’s rally drivers including the GR Yaris Ogier and Ravenpera. These models both come in at a rather hefty £60,000 each and offer different styling upgrades and even a ‘Doughnut’ mode on the latter variant.

Verdict

The GR Yaris is a car we need to appreciate in a world of bland SUVs and EVs. This updated hot hatchback is something very special and is by far and away one of the most entertaining and exciting new cars on sale.

Sure, it has its faults and won’t fit into everyone’s lifestyle, but if you love driving and you can put up with its limited practicality – this new and improved GR Yaris will be music to every motoring enthusiast’s ears, and for that reason, this brilliant hot hatchback is in a class of its own.

Facts at a glance

• Model as tested: Toyota GR Yaris Circuit manual
• Price as tested: £45,170
• Engine: 1.6-litre turbocharged petrol
• Power: 276bhp
• Torque: 390Nm
• Top speed: 142mph (limited)
• 0-60mph: 5 seconds
• MPG: 32.5mpg
• CO2 emissions: 197g/km

By Cameron Richards

The new Maserati GranTurismo certainly has the looks, but are they backed up by a great driving experience? Jack Evans finds out.

What is it?

Maserati has a proud history of creating head-turning GT cars and this – the new GranTurismo – is one of its latest offerings. While the new generation of GranTurismo is being defined by the introduction of the battery-powered ‘Folgore’ model, which arrives as Maserati’s first electric vehicle, the Italian firm has still chosen to offer it with conventional petrol setups as well. It’s a modern-day continuation of a name which has been with Maserati for decades.

You could argue, then, that the petrol GranTurismo Trofeo which we’re testing is the more old-school version that buyers could pick. But is it one? We’ve been finding out.

What’s new?

Revealed back in 2022, this latest generation of GranTurismo revives a model which had been integral to Maserati’s line-up between 2007 and 2020. Many of the previous car’s show-stopping design aspects have been retained, but then few had issues with them in the first place. No, Maserati has chosen to upgrade the tech on board while making some substantial tweaks under the bonnet – but more on that shortly.

The Italian firm offers two flavours of petrol-powered GranTurismo, too, with more road-going Modena versions and higher-powered Trofeo variants meaning that there’s a model to suit all types of drivers. Oh, and pricing? The GranTurismo starts at £133,320 for the Modena, rising to £163,590 for the Trofeo and finishing at £179,950 with the electric Folgore. After options, our test car came in at an eye-watering £212,060.

What’s under the bonnet?

While you would’ve found a V8 engine powering the old GranTurismo, this latest version adopts a twin-turbocharged V6 instead. Dubbed ‘Nettuno’, it’s related to the V6 engine that you’ll find powering Maserati’s flagship MC20 supercar, but utilising a wet sump as opposed to a dry one. The former is usually a little easier to maintain and cheaper to install.

However, it is no less potent. You get 543bhp from the GranTurismo in Trofeo specification, which when combined with 650Nm of torque gets you from 0-60mph in 3.3 seconds and onwards to a top speed of 199mph. Despite this performance, Maserati claims you should still see around 28.2mpg combined – so you shouldn’t have to spend half of your long-distance adventure finding a petrol station.

What’s it like to drive?

You’re usually after a refined experience in a grand tourer. It’s the type of car that is meant to take away the aches and pains of long-distance stints, but still give you ample opportunity to make the most of twistier sections of road. In most instances, the GranTurismo hits the mark in all of these areas. Surprisingly, the V6 engine remains quite subdued – even in sportier driving modes it doesn’t make its presence known.

The GranTurismo doesn’t have the silky smooth ride that you might expect from a fully-fledged GT car and, at slower speeds, grumbles over speed bumps and potholes. However, once you’re up to cruising speed it whisks along very pleasantly – though there is a bit of tyre noise generated at motorway paces.

How does it look?

Make no mistake, the GranTurismo turns heads. While its styling hasn’t evolved all that much over the previous-generation car, that’s not a bad thing in the slightest. The long bonnet and dramatically sloping roofline remain, but the car’s grille has been updated to make it a little sharper and more eye-catching than before.

The headlights have been redesigned, too, and this helps to make the GranTurismo an even sharper-looking car than before.

What’s it like inside?

The interior of the GranTurismo follows a typical four-seater layout which is common among GT cars. The rear seats are quite compact but there’s more space there than you might think and the large central tunnel gives these seats a cocoon-like feeling, too.

Up front, you’ve got a decent view out and though you sit quite low in the car there’s a good level of visibility. It’s a mixed bag in terms of material quality, mind you, with the high-end leather being contrasted somewhat by some low-rent plastics for certain controls on the dashboard. The buttons for the gears, for instance, have a shiny, not-so-pleasant feel to them and lack the theatre that you’d expect – particularly for a function that you’ll be using day in, day out. However, at 310 litres, the boot space on offer isn’t bad at all and provides enough room for several weekend bags.

What’s the spec like?

As touched upon, the Maserati GranTurismo is not a cheap car. However, for its high cost you are getting all of the prestige associated with that famous trident badge – but what else is included? On Trofeo models like ‘our’ test car, standard features include a full sports body kit with all manner of carbon fibre accents, as well as active aerodynamics which open and close shutters at the front of the car.

Inside, there’s a 12.2-inch full digital driver’s cluster, as well as a 12.3-inch high-definition touchscreen with Android’s Automotive software. Both Apple CarPlay and Android Auto are easy to connect to and do a great job of mirroring your smartphone on the car’s display. The 14-speaker Sonus Faber sound system is also included on Trofeo models and it sounds great – it’s the kind of speaker setup that you’d want on a long journey.

Verdict

The Maserati GranTurismo moves the game forward enough without changing things too much. While the V6 engine may not deliver the same kind of drama that you’d get from the older V8 it is no less potent and, when combined with a comfortable and well-appointed interior, helps to make this a car that you’d be quite happy to spend long stints behind the wheel in.

It’s expensive, yes, but as an all-round proposition, the Maserati GranTurismo is very appealing.

Facts at a glance

• Model as tested: Maserati GranTurismo Trofeo
• Price: £212,060
• Engine: 3.0-litre V6
• Power: 543bhp
• Torque: 650Nm
• Max speed: 199mph
• 0-60mph: 3.3 seconds
• MPG: 28.2
• Emissions: 227-229g/km

The Junior is Alfa’s first mass-produced electric vehicle, but is it any good? Jack Evans finds out.

What is it?

Alfa Romeo, like so many other brands, is on a path towards electrification. It’s part of the wider Stellantis group, which means that it – alongside brands such as Vauxhall and Peugeot – is committed to producing more battery-powered vehicles than before.

But for Alfa Romeo, that poses an even greater problem. The Italian firm has been behind some of the most iconic petrol-powered cars ever made, so how do you go about transferring that passion and flair into a battery-powered vehicle? It all starts with the Junior – the car that we’re looking at here.

What’s new?

You may remember that the Junior had a slightly difficult start to life. Alfa launched its new EV as ‘Milano’ before a backlash from the Italian government – the Junior isn’t made in Italy, after all, but in Poland – forced it to rethink the name. Now, we have the Junior.

New name in place, the Junior sits on a platform which is shared with all manner of Stellantis-made EVs, such as the Peugeot e-2008, Fiat 600e and Jeep Avenger. Differentiating it is tricky, therefore, but it’s what is needed to help the Junior to stand out.

What’s under the bonnet?

As standard, the Junior comes equipped with a single electric motor which produces 154bhp and 260Nm of torque. This equates to a 0-60mph time of 8.8 seconds and flat-out the Junior will manage a top speed of 150mph. Range-wise, Alfa claims that you should get 250 miles between top-ups, while 100kW charging capacity could see a 20 to 80 per cent charge finished in around half an hour.

You can also get the Junior with a more powerful electric setup in the range-topping Veloce model. Here, you get 278bhp and a revised suspension system though this car’s range does drop back to 215 miles.

What’s it like to drive?

There’s a typical Alfa alertness to the steering that you get from the Junior; it’s a car which does feel lighter than you may expect while simultaneously handling corners in a composed and assured manner. As with many EVs the Junior struggles at the low-speed experience, with potholes and road imperfections sending spikes and shudders through the car. At greater speeds, it’s nicely settled, however. The performance that you get from the electric motor is decent enough too, though heavy presses of the accelerator can sometimes lead the front wheels to go ‘light’ as they scrabble for grip.

The brakes do let the side down. Whereas the steering has some pleasant sharpness to it, the brakes offer little in the way of feel and – at times – don’t seem to be bringing the car to a stop as effectively as you’d like. Some extra bite from the brakes would be much appreciated, that’s for sure.

How does it look?

There’s no mistaking the Junior as a car from any other brand but Alfa Romeo. The Italian firm has done a great job of infusing this model with plenty of its design hallmarks, with the large ‘shield’ grille making an instant impression.

It feels as though the design is less successful at the rear, mind you, but that’s down to personal preference. Finished in ‘Brera Red’ our test car certainly looked the part and gave a good indication that Alfa will be able to transfer its historically good-looking designs onto its new EVs.

What’s it like inside?

There’s a mixed bag of approaches inside the cabin of the Junior. For starters, the seating position is reasonably high, but you do have a decent view out of the front of the car. Material-wise the Junior does have some harsher feeling plastics here and there, and the dark interior of the car can feel a little oppressive at times – particularly due to the wide use of black materials and accents.

Rear-seat space isn’t too bad but it’s not as roomy as cars like the Kia EV3, mainly due to the Junior’s large central tunnel hump at the back. In terms of boot space, the Junior offers up 400 litres – and though that’s more than you’ll get from a Volvo EX30, is less than you’ll find in the mechanically-similar Peugeot e-3008 which has 434 litres of boot space.

What’s the spec like?

Prices for the Alfa Romeo Junior start from £33,895, with base cars coming well equipped. In fact, all models get diamond-cut 18-inch alloy wheels, a 10.25-inch infotainment system and a main instrument cluster of the same size. You also get an efficiency-booting heat pump as standard – something which is left out of the included equipment on many EVs at this price point.

Step up to Speciale trim like our test car and you’ll find the price rise to £35,695 while adding premium six-way power-adjustable and heated front seats, and a greater suite of driver assistance systems such as lane centring assistance and an upgraded automatic emergency braking setup. In truth, the basic specification fits the bill – it’s still got all of the features that most drivers would need.

Verdict

The Alfa Romeo Junior is a great start for this Italian brand in the EV world. It’s got looking and has enough dynamic poise to differentiate itself from the other cars within the Stellantis group with which it shares a platform.

It’d be nice if the interior shared some of the flair of the exterior – and we’d appreciate some extra bite from the brake pedal – but keep to lower specifications and the Junior could prove to be an enticing option. It’s certainly one of the best from the current crop of Stellantis EVs.

Facts at a glance

• Model as tested: Alfa Romeo Junior Eletrica Speciale
• Price: £38,245
• Engine: Single electric motor
• Power: 154bhp
• Torque: 260Nm
• Max speed: 150mph
• 0-60mph: 8.8 seconds seconds
• MPG: NA
• Emissions: 0g/km
• Range: 250 miles
• Maximum charging speed: 100kW

The Kodiaq has proven a hit with families, but what has a new generation got to offer? Nigel Swan has been finding out.

The Skoda Kodiaq is no stranger to our long-term fleet. It has previously been one of the most popular additions to the team, and it’s always caused a battle between the staff who takes custody of it. Fortunately – for me anyway – the latest version of Skoda’s largest SUV is heading to the video department for the next few months.

Now, it’s not just our office petrolheads who love the Kodiaq’s driving manners, build quality and standard equipment list. This car has proved extremely popular with families up and down the country, and it’s easy to see why. A recent update has made the Kodiaq’s equipment levels even more impressive, too.

The model we’ve got on test is the mid-level SE L version which, on the face of it, comes pretty well equipped. It includes a 10.25-inch virtual cockpit, a 13-inch touchscreen infotainment system, cruise control with cruise assist, electric boot and parking sensors. In fact, if I listed all the standard equipment, this would be an extremely dull opening review. Let’s just say you won’t be wanting for much more kit.

Having said that, a few extras have been thrown in for good measure, including a driving assistance package at £810, electric tow bar with adapter for £1,270, Convenience Plus Package with massage seats and memory function for £2,485 and the Panoramic sunroof for £1,725. Now that does take the total price of the Kodiaq to £53,980 which is quite a lot when you consider for a similar budget you could get a Mercedes GLB, Kia Sorento or Hyundai Santa Fe.

So what’s new about our Kodiaq? Well, we’ve got the new 2024 model, which features some stylish new looks and a host of changes inside. But the key features that make it such a sensible choice are there. Everything about the Kodiaq is well thought through. For example, in the fuel filler cap, there’s an ice scraper, which came in extremely useful during a recent heavy snowfall.

It’s nothing new as it has featured on other Skodas, but it’s nice to see that there hasn’t been any penny-pinching. Also, next to the cupholder there’s a rectangular, detachable pad which can be used to clean the touchscreen. The cupholders are also a decent size and they have a sliding function so you can have four cups in there, or two depending on how thirsty the front occupants are.

What’s also new is the climate control functionality. I’m pleased to see that Skoda hasn’t adopted the ‘squeezing every function in the touchscreen’ approach which we’ve seen in other Volkswagen products. Underneath the large 13-inch touchscreen infotainment system there are three dials. The two outermost ones control the independent climate control temperature, but if you press them, the digital screen changes allowing you to adjust the heated or cooled seats.

Then the middle controller adjusts the airflow direction, the intensity and the audio levels. It sounds pretty clunky but it’s surprisingly easy to get to grips with and not too distracting to adjust on the move.

The other elements that stand out so far are behind the front seats. Anyone sitting in the middle row is treated to loads of legroom, which can be extended further thanks to sliding seats. They seats are heated, too, and passengers have got access to two USB-C charging ports so they can charge their devices. Then, for many families, there’s the big selling point – those extra two seats in the boot which fold into the floor when not being used. For me, they’re unlikely to be taken advantage of as the boot will mainly be home to filming equipment or Marley – my large staffy cross.

Now onto what’s not been so great so far at these early stages. The key thing I really don’t like is the gear selector and indicator stalk. On most modern cars, the left stalk is reserved for the lights and indicators, while the right one is for wiper functions. However, with the new Kodiaq, the right stalk operates the gear selector while the left one looks after indicators, high beam, front wipers and rear wipers. Honestly, I am not a fan.

Engine wise we’ve opted for the 190bhp 2.0-litre TDI. Now in a world where more people are switching to petrol, hybrid or full electric, diesel seems to be a bit of a left-field choice. But realistically for all the miles I’m doing, it makes total sense. It should average a more than respectable mpg in the mid-40s, which isn’t bad for a large SUV. Most of the miles I’ll be doing will be from the north west to the south coast for filming, but we also have a ski trip planned to Tignes in France, so that will be a great opportunity to stretch its legs and see how it copes with more wintery conditions, making full use of that four-wheel drive system.

Facts at a glance

• Model as tested: Skoda Kodiaq
• Price: £53,980
• Engine: 2.0-litre turbocharged diesel
• Power: 190bhp
• Torque: 400Nm
• Max speed: 134mph
• 0-60mph: 8.0 seconds
• MPG: 44-45.4mpg
• Emissions: 168-174g/km
• Mileage: 579 miles

By Nigel Swan

The Duster has been the go-to choice for low-cost motoring over the years, but what can this new third-generation car bring? Jack Evans finds out.

What is it?

The Duster has been the car to prove that you don’t need to spend a fortune to get behind the wheel of something useful. Famously value-focused, the Duster has been a car to put many more expensive off-roaders to shame while simultaneously providing hard-wearing family-focused transport.

We’re now into the third generation of Duster, which arrives with some bold new styling, more interior tech and hybrid assistance to help reduce running costs. But does it cover the same areas that its predecessors did so well? We’ve been finding out.

What’s new?

As before, the Duster starts from an attractively low price – something which feels a little unusual in today’s new car market. You’ll pay £18,850 for an entry-level Duster with a bi-fuel engine setup – which brings the option to run on either LPG gas or petrol – and means that this Dacia is still one of the cheapest cars on the market today.

It’s good news underneath, too, as the Duster has switched away from the older B platform to a shiny new CMF-B setup, which as well as bringing the possibility of sharper dynamics also means that this car can now be specified with hybrid assistance.

What’s under the bonnet?

We’re driving the ‘full hybrid’ Duster which combines a 1.6-litre petrol engine with a teeny-tiny electric motor and battery. It’s a front-wheel-drive setup, too, so not the best option for those looking for a true off-roader – switch to the 130 4×4 mild hybrid version if you’re after something that’ll take on rougher terrain.

But since a lot of Dusters spend their time on-road, this full hybrid version could be a good option for plenty of drivers. With 139bhp and 148Nm of torque, it isn’t enormously powerful, but its 9.9-second 0-60mph time is adequate enough and about right for the segment. However, at just over 55mpg its fuel efficiency is excellent for this size of car, while CO2 emissions of 114g/km are low, too.

What’s it like to drive?

While that new platform may have brought the addition of hybrid technology, it doesn’t now mean that the Duster is some kind of sportscar. Instead, it delivers a more relaxed driving experience and is the kind of car that doesn’t feel at its best when hurried. Step on the throttle and the engine bursts into a chaotic roar, having been relatively subdued and quiet at slower speeds. There’s no way of managing how and when the car uses electric power, either, though the Duster does a great job of making sure you run on its batteries whenever possible. For around-town driving, it’s very efficient.

The view out of the narrow rear screen is quite compromised but elsewhere visibility is decent and you still get a slightly raised view of the road ahead which many drivers will find confidence inspiring. Above all this stands the Duster’s ride, which is supple enough to deal with the worst of the potholes and imperfections on the road. As a result, it feels as if it is practically floating along.

How does it look?

With plenty of chunky features, the Duster has the look of an old-school off-roader, albeit one spruced up with some more modern touches. You’ve got Dacia’s new logo at the front and there are boxy wheelarch surrounds which should fend off scratches and grazes – or prove relatively inexpensive to repair if they don’t.

Many elements of the Duster get a more eco-friendly approach, too, thanks to a new material called ‘Starkle’. Made from 20 per cent recycled materials, it has a lower environmental impact than plastic alone, which is why you’ll find it used on areas such as the aforementioned wheelarches, as well as the front bumper and underbody shields.

What’s it like inside?

Dacia models have come on leaps and bounds in terms of quality over recent years and while the interior of the Duster may not have reached ‘premium’ levels just yet, it’s still a very pleasant place to be. Sure, there are harsher plastics dotted here and there, but the overall perception you get is of assured robustness – it’s the kind of car that can handle the rough and tough of the everyday.

Space is good in general – though the rear seats are a little upright – and the boot room on offer isn’t bad either. You’ll get 430 litres as standard in this hybrid version, though drivers after the most amount of space will want the standard petrol as this brings 517 litres of standard load room.

What’s the spec like?

As mentioned earlier, prices for the new Duster start from £18,850, meaning that you can get behind the wheel of a new SUV for well under £20,000. It’s not without its features, either, as you still get rear parking sensors and air conditioning – though the main media functions will be handled by your smartphone – it’s held in a cradle within the car and connects to the Duster’s system via Bluetooth.

Our test came in more luxurious Journey grade, which you can get with both the ‘full’ and ‘mild’ hybrid engine options. Key additions include 18-inch alloy wheels, a rearview camera and a full infotainment system which does help to make the Duster feel a little more modern. After options our test car came in at £26,595 which still isn’t bad – but mid-level Expression trim which starts from £21,350 seems to bring the best blend of value and equipment.

Verdict

The Duster still brings all the same key values that it always has to this latest generation. It feels robust, easy-going to drive and remains good value, providing you don’t start going too high up the list of specifications.

This hybrid powertrain does bring the scope for some lower running costs too but, as it isn’t the sole engine option available, there should be something for all types of drivers with this new Duster.

Facts at a glance

• Model as tested: Dacia Duster Journey Hybrid
• Price: £26,595
• Engine: 1.6-litre petrol hybrid
• Power: 139bhp
• Torque: 148Nm
• Max speed: 105.6mph
• 0-60mph: 9.9 seconds
• MPG: 55.39
• Emissions: 114g/km

One of Volvo’s smallest SUVs has undergone a name change, again. But, is it still as good as its competition? Cameron Richards finds out.

What is it?

Volvo has a long history of making practical family-friendly cars over the last five decades. It came as a big shock last year, that the Swedish firm has stopped selling its V60 and V90 estate cars in the UK, due to the demand for SUVs.

However, fast forward 12 months and the company realised that was a mistake and put the two estates back on the UK market.

But despite this switch, it is Volvo’s range of SUVs which continue to be the brand’s big-sellers. Volvo has five EVs in its line-up – all of them SUVs – and a further five in development, and one of the latest is the EX40, which was previously known as the XC40 Recharge. But is it any better than what it was before? Let’s find out.

What’s new?

Previously called the XC40 Recharge, the EX40 is Volvo’s second-smallest SUV, sitting above the EX30 in the range.

Not a lot has changed compared to the old Recharge variant. In fact, it is virtually the same car with some new badging.

That means you still get the boxy XC40 body style alongside the smoothed-off front grille and portrait infotainment system with Google Built-in, as well as sustainable materials used throughout the cabin such as for the seat upholstery and on the dashboard.

What’s under the bonnet?

The EX40 comes with a choice of three different battery packs including a 69kWh, 78kWh and 82kWh unit.

We’re driving the 78kWh Single motor Extended range model that comes with an electric motor and rear-wheel-drive that develops a total of 248bhp and 420Nm of torque. Acceleration won’t set the world alight, dispatching 0-60mph in 7.1 seconds before running onto a top speed of 112mph.

Volvo claims this version can do a total distance of 342 miles between charges and that DC rapid charging is compatible with a maximum charging rate of 175kW – taking the car from 10 to 80 per cent in 28 minutes.

Other versions in the range include a smaller Single motor model and a more expensive Twin motor variant that features all-wheel-drive.

What’s it like to drive?

Volvo’s tend not to offer the most scintillating driving experience and the EX40 is no different. To drive, the steering is quite slow and doesn’t inspire a great amount of confidence when going around corners. There is not much feel through the wheel, making the whole experience feel rather numb. The rear visibility is also poor due to the rear upright headrests and kick-up rear window design that makes those reversing manoeuvres a tad tricky – plus the reversing camera is rather small and has low-definition graphics.

On a more positive note, to travel long distances, the EX40 still offers a very pleasant and composed experience with the front seats offering excellent levels of support, and our test car is riding on 20-inch alloy wheels – but the ride still felt smooth and refined.

Talking of refinement, the cabin is well insulated from outside noise and due to the lack of an engine, there aren’t any vibrations or droning either. On a long run, the EV range also doesn’t deplete too much – even in the colder months – giving less range anxiety and more confidence to travel greater distances.

How does it look?

It comes as no surprise that the EX40 is essentially an XC40 without an engine, and that means the only difference is the removal of a front radiator grille.

The rest of the car is all typical Volvo with slim front headlights and a rather boxy side profile along with the rear window all the same as the one you’d find on the combustion-engined model.

Our test car also comes with a two-tone roof and larger 20-inch alloy wheels which does make the car stand against a cheaper version and at the back features the usual tall and curved tail lights and boot lid.

What’s it like inside?

The interior of the EX40 is starting to feel its age as it’s essentially an XC40 – which has been around since 2018.

However, all the materials used are very soft to the touch, the portrait screen is clear and easy to read and there are plenty of storage areas – ranging from the large door bins and big centre console area.

One irritation is the lack of wireless Apple CarPlay, which for a car costing over £55,000 is a little mean.

In the back, the EX40 provides lots of head, leg and knee room – despite our car’s panoramic glass roof. Boot space stands at 410 litres or 1,286 litres with the rear seats folded down – and they do lay flat. What’s more, there’s a nifty little ski hatch to slide longer items to the back and the false floor doubles up as a divider to stop your shopping from sliding about and separating it from other bits of luggage.

What’s the spec like?

When choosing an EX40, the range carries the same names for its trim as on a lot of other Volvo models – such as Core, Plus and Ultra.

The EX40 does start at nearly £10,000 more than its petrol-derived XC40 making the car look rather expensive.

The base-level Core starts at £44,601 and features Google Assistant, a powered tailgate and wireless phone charging. Move up to the Plus at £50,487 and it adds ambient lighting, blind-spot monitoring and adaptive cruise control.

We’re driving the top-of-the-line Ultra with the Single motor Extended range powertrain, which comes in at a steep £55,480 with it boasting a panoramic roof, a Harman Kardon premium audio system and pixel LED headlights.

Verdict

As a package, the EX40 is a practical and easy-to-live-with EV that focuses very much on comfort and refinement.

It is starting to show its age in places and the bland driving experience doesn’t help either. But, there’s no denying that this EV does everything you want it to do in a stress-free and relaxing manner.

Facts at a glance

• Model as tested: Volvo EX40 Ultra Single Motor Extended Range 78kWh
• Price as tested: £55,480
• Engine: 78kWh battery pack with single electric motor
• Power: 248bhp
• Torque: 420Nm
• 0-60mph: 7.1 seconds
• Top speed: 112mph
• MPG: N/A
• CO2 emissions: 0g/km
• Electric range: 342 miles
• Maximum charge speed: 175kW

By Cameron Richards

The new M5 gains plug-in hybrid power for the first time, but what does that mean for the driving experience? James Baggott finds out.

What is it?

The BMW M5 has long been the pinnacle of performance saloons. Introduced 40 years ago, the Autobahn-busting sports car has appealed thanks to its combination of supercar-slaying thrills and the ability to transport your family in comfort.

This latest version is the most powerful yet with a plug-in hybrid set-up that can drive silently around town for around 60 miles while still being capable of cracking 189mph and accelerating to 60mph in just under 3.5 seconds.

What’s new?

That plug-in hybrid set-up is a first for BMW’s performance M cars. It helps boost performance and efficiency and means it’s able to achieve fuel economy of around 28mpg.

There’s a new curved double screen display in the cabin, four wheel drive, adaptive suspension and dramatic new styling in look-at-me garish paint colours.

What’s under the bonnet?

Purists will be aghast that BMW has dared to introduce electric power to their beloved performance car, but they won’t sniff at the figures. The electric motor is mated to a 4.4-litre V8 which, combined, produces a whopping 737bhp and 1,000Nm of torque.

The battery can be charged with a 7.5kW home charger in around three hours too. All that translates into a kidney-punishing punch on the open road, but it does feel slightly strange when you put your foot down as there’s a momentary, but noticeable, pause when it switches from electric to petrol power.

What’s it like to drive?

It’s devastatingly quick once V8 and hybrid powertrain are working in harmony, but it’s seriously heavy. With an engine, battery and electric motor to conceal under its clothes, there’s definitely been a bit of mid-life spread for the now 40-year-old M5.

These days it tips the scales at nearly 2.5 tonnes – some 470kg more than the previous model. Engineers have tried to make it feel lighter to drive, mostly thanks to lighter steering and adaptive suspension, but it’s not completely flawless.

How does it look?

The new M5 is certainly striking and when specified with the outlandish yellow or garish green paint job, it’s impossible to miss.

Quad exhausts at the rear, a subtle boot spoiler, deep front splitter and flared arches mean you won’t mistake this for anything other than a performance M car.

What’s it like inside?

Inside the huge curved screens dominate the driver’s view. They’re packed with information and can be fussy to use on the move. But an Alexa-like control system, that allows you to ask the car to open windows, turn up the heating, change the radio station and most other things you’ll want to do on the move works well and is intuitive.

Flashy lighting panels around the dashboard and doors, which pulse in the colours of the M badge, also add some drama to the cabin at night. The seats are wonderfully comfortable and there’s plenty of room for the kids and their assorted accompaniments.

What’s the spec like?

You get plenty of toys on the M5 including huge six-piston brake callipers the size of loaves of bread, driver assistance systems to get you out of trouble and lots of parts made from carbon fibre to try and save weight. It’s got adaptive suspension for a smoother ride and even has an app to help you park the car remotely from up to 200 metres away.

Inside there’s also a head-up display that projects speed, revs and other information onto the windscreen. Prices for the new M5 start from £114,705 and remember that a more practical Touring version will be shortly available too.

Verdict

The big question here is does a hybrid set-up work in a performance BMW M car? And the answer is: sort of. The benefits of silent driving on electric power are a bonus, especially as it also brings down emissions and increases fuel economy. What’s more, the added punch it gives the V8 when you’re pressing on – and let’s face it, that’s what an M5 is all about – is also incredibly addictive, but you’ll just have to forgive for the jarring transitions.

If you’re looking for a performance car with a conscience, though, this could be it – just don’t expect to go anywhere unnoticed as it stands out like a police officer with a speed gun.

Facts at a glance

• Model: BMW M5 Saloon
• Base price: £114,705
• Model as tested:
• Price: £132,670
• Engine: V8 plug-in hybrid
• Power: 737bhp
• Torque: 1,000Nm
• Max speed: 189mph
• 0-60mph: 3.5 seconds
• MPG: 28
• Emissions: 34g/km
• Range (if applicable): 60 miles

The Rocket 3 Storm has a car-like engine underneath, but what else does it offer? Jack Evans finds out.

What is it?

There are plenty of motorcycles that aim to deliver high levels of performance. From stripped-back street bikes to nimble cafe racers, there’s a model out there that’ll appeal to all different types of riders. This bike – the Triumph Rocket 3 Storm – appears to have been designed for riders who like to have the largest possible engine underneath them, all wrapped up in a classic cruiser-esque design.

But is the Rocket simply an ultra-large engine and little else or is there something more going on underneath the skin? We’ve been out on it to find out.

What’s new?

The Rocket was updated for 2024 and is now available in two flavours – Storm GT and Storm R. As you might expect, the former brings a more relaxed, upswept riding position while the latter creates a more engaging, focused place to ride. The biggest difference between the two, however, is the footpeg placement; the R gets a sportier mid-mounted setup, while the GT favours feet-forward controls which more closely tie in to that cruiser feel.

There’s plenty of electronic wizardry going on, too. The Rocket 3 utilises lean-sensitive ABS and a special Torque Assist system which helps to make gearchanges as smooth as can be. There’s even cruise control to transform those long-distance journeys on the Rocket into something a little easier than you might expect.

What’s it powered by?

Anything called ‘Rocket’ needs an engine to match the same and that’s certainly the case on this Triumph. The enormous 2.5-litre engine powering the Rocket has the most amount of torque you’ll find on any production motorcycle – 225Nm, to be exact – while total power stands at a not-insignificant 180bhp, a 15bhp bump over the previous model. It’s more power than you’ll find on many medium-sized cars.

Up front on the Rocket you’ve got a 47mm Showa forked, while in the middle sits a monoshock from the same brand. Helping to bring the Rocket to a stop are beefy Brembo Stylema brake calipers with twin 320mm discs, while at the rear there’s a Brembo four-piston caliper with a powerful 300mm disc.

What’s it like to ride?

Riding the Rocket 3 takes a short period of recalibration. It’s a large and reasonably heavy bike so moving it about at slow speeds isn’t that easy – in fact, a reverse gear that you’ll find on many cruiser bikes could be quite helpful. However, its low seat height and welcoming bar angles mean that it’s easy to get aboard and comfortable once you’re there.

Of course, that engine dominates the character of the Rocket but it’s more nuanced than you might expect. At idle it brings a rich, meaty noise – but thankfully without too many vibrations – and at speed, it’s barely ticking over. In fact, when coupled with the standard-fit cruise control the Rocket tackles big stints admirably. Despite its cruiser look and feel it doesn’t fall apart when things get twisty, either, with the 2.5-litre engine’s sheer abundance of torque meaning that you can simply roll on the throttle – in any gear – and get loads of acceleration as and when you want it. Without any real forward wind protection, it’s a blustery affair but, after all, this is no touring bike.

How does it look?

The Rocket 3 makes a big impression wherever it goes. As we’ve come to expect from Triumph the general fit and finish of this motorcycle is excellent with everything having a reassuringly solid feel to it. As with other models within this brand’s stable you’ve got a good range of accessories to choose from in order to tailor the bike to your needs. Highlights include upgraded rider and pillion seats, additional styling parts to change the look of the bike and extra touring options for taking more equipment with you on long-distance rides.

There are three colourways available on both GT and R specifications, too, but both get the same blacked-out detailing and coated exhaust section.

What’s the spec like?

Prices for the Rocket 3 Storm start from £23,195 for the R, or £23,895 for the GT – so as well as the car-like power outputs this motorcycle costs nearly the same as one too. Naturally, much of that cost is reflected by the sheer amount of engineering going on with this motorcycle but, as previously mentioned, it’s all tied together with a lovely finish too.

All bikes include a handy TFT multi-view instrument readout, too, where you’ll find key information such as speed and revs and trip details. Plus, all models have ultra-bright LEDs, with powerful LEDs in the front and rear lights, indicators, and number plate illumination to ensure you’re as visible as possible at night.

Verdict

The Triumph Rocket 3 Storm is unlikely to be for everyone. It’s relatively heavy, quite relaxed and a far cry from the stripped-back bikes that we’ve seen released lately. However, it’s more capable than its looks may lead you to believe and there’s an inherent silliness to having this size of engine available on something with two wheels.

It’s expensive, for sure, but the Rocket 3 Storm is so well executed that it’s unlikely to disappoint those after a fast and capable cruiser.

An unfortunate inner-city incident has put the Ibiza’s safety to the test. What else has Jack Williams been discovering about it?

Who would win in a fight: Superman or Spiderman? Robocop or The Terminator? A Seat Ibiza or a Tesla Model 3? These are surely all questions which have fascinated generations of school children and recently I had the misfortune of finding out the answer to one.

No, I have not been watching superhero films – because I’m above the age of 14 and I don’t like Monster energy drink – I am in fact very sad to report that my little Seat Ibiza has been in the wars since my last update.

Attempting to emerge from a junction I was hit hard on the driver’s side door by a Tesla Model 3, which was thundering its way up the outside lane from a horribly placed blind spot. Cue much apologising to Seat for crashing the car they very kindly lent me!

Thankfully nobody was injured and everything was ironed out within a few weeks but I couldn’t help but be impressed by just how well the Ibiza took the blow. The Tesla was travelling at a good lick when it smashed into the side of the car but half an hour later you would have struggled to notice the damage! It turns out the Ibiza is made of stern stuff and the only battle scars it had to prove its punch up with nearly two tonnes of American EV was a microscopic dent and graze on the door and a fairly scuffed alloy – which was no worse than most of the cars you see parked around most cities on a daily basis.

The Tesla on the other hand, with its five-star safety ratings and £40,000 price tag, suffered a shattered front bumper in the collision. As I said, nobody was hurt and all damage has since been repaired but I was incredibly impressed by the Seat’s toughness in what was a fairly hefty inner-city collision.

Thankfully, that’s as far as the Demolition Derby stories go for this report and for the most part, recent weeks have seen the Ibiza churn up the miles. First up was a trip to Cardiff from the south coast to watch what could loosely be described as football. As a Portsmouth FC fan that midweek night was one I’d rather forget (if our players ran half as well as the Seat Ibiza they’d be in a lot less trouble!) but the Ibiza proved comfortable, economical and completely drama-free on what turned out to be a pretty bleak 300-mile round trip in the end.

There was also the small and relaxing matter of a drive into Central London for a work event. Anyone who lives within about 10,000 miles of the capital knows that driving to its centre is a hellish experience at the best of times but the Ibiza’s compact size and agility at least gave us a fighting chance of weaving through the endless traffic. That trip also provided a test for the Seat’s boot, with two large boxes of trophies to carry as part of an awards night. The two cardboard boxes took up pretty much the entirety of the boot space, meaning the rest of our luggage was consigned to the back seats, which did need folding down in order to accommodate the cargo.

Overall, I’ve really settled into life with the Ibiza and almost found myself pining for it while it was back with Seat having its war wounds patched up. During that time, I was largely driving a borrowed Hyundai i10 – an awful tin box of a car which pierces your eardrums if you dare to go above 50mph – and the return of the infinitely superior Seat was a blessed relief (thank you to my mother for letting me use her awful Hyundai).

The only real issue I have had with it of late is the backlit air vents, which shine red once night has fallen. Over the summer, when it didn’t get dark until 10pm, these didn’t really create much of a problem – other than the fact the translucent plastic looks like offcuts from old milk cartons – now however, with darkness setting in early, they are proving something of a safety hazard.

The problem is that the lights shine directly onto the windows and then reflect right in front of the wing mirrors. The impact of this when driving on an unlit road is that you have absolutely no view of what is coming behind you because all you can see is a haze of red lights, like walking down some dodgy street in Amsterdam.

Illicit lighting aside though, the Ibiza is a cracking little car. Around town, it’s nimble and light. Out in the open, it’s comfortable and genuinely fun to drive. No, it’s not perfect but with its return date rapidly approaching, I’m going to be very sad to see it go.

Facts at a glance

• Price as tested: £25,470
• Engine: 1.0 TSI
• Power: 115bhp
• Torque: 200Nm
• 0-60mph: 9.9 seconds
• Top speed: 123mph
• Fuel economy: 48.7-51.4mpg
• Emissions: 128g/km CO2
• Mileage: 2,960 miles

By Jack Williams

The 5N is one of the most talked-about electric cars of the year, but how has Jon Reay found it?

I’ve never been much of a believer in magic. By that I mean both the Harry Potter and David Blaine varieties – neither a flying broomstick, nor a sleight of hand with a deck of cards does much for me. But what I think we have here is the car industry’s first stab at a proper ‘illusion’, and for once it’s actually got my attention.

Electric cars, we’re constantly reminded, are never going to be as good as petrol ones. Aside from the usual arguments about charging infrastructure, cobalt mining, range anxiety and so on, the world is full of car enthusiasts that like the sound and feel of burning carbon – and they’re not prepared to accept anything less.

Enter Hyundai: a rather surprising saviour to car enthusiasts the world over. For the last few years its engineers have been blazing trails in two totally different directions. Their range of electric cars, like the Ioniq 5, are about as good as it gets in the EV world. Then there’s its range of N-badged hot hatches – giant killers that seemed to come almost out of nowhere when they appeared on the scene a few years ago.

Strangely, it’s taken Hyundai until now to realise that those two teams don’t have to be sequestered away in different bits of the engineering centre – and if this car is the proof of what they can do when working together, perhaps it should’ve combined them a bit sooner.

What we have here is the first electric car that actually – properly – feels like a petrol-powered one. It sounds like one. It accelerates like one. It changes ‘gear’ – and hangs on the rev limiter – just like one too. If this is all sounding a bit cheesy, well, I wouldn’t blame you for thinking so. We’ve been here before with fake engine noises and electric cars. But this is a next level trick – think David Copperfield making the Statue of Liberty disappear.

Plonk someone behind the wheel of the Ioniq 5 N, and – without telling them – I’m sure they’d be none the wiser that the petrol engine under the bonnet is 100% imaginary.

So how is the trick done? Software – a lot of software. Like a PlayStation game, the Ioniq is just doing an extremely good impression of a conventional car: copying the sounds, the throttle response, the torque curves and more. The whole act goes so far that, should you find yourself in the wrong ‘gear’ and hit the throttle, there’s a little delay factored in while the imaginary gearbox pretends to shuffle its cogs around to get you a lower ratio. At some point, there must’ve been a conversation about that: just how long should a shift from 6th to 3rd take? ‘Musn’t make it too quick – has to feel believable’.

In a way, it’s sort of madness. Volkswagen probably spends millions of euros trying to make its DSG automatic gearboxes shift even a tenth of second faster than the last generation did – and then here’s Hyundai, deliberately engineering in the exact opposite.

Logic dicates that you should drive the 5 N with all this trickery turned off: an electric car trying to be a petrol car is never going to be as quick as one unburdened by such things. But speed is just one part of the experience.

Hyundai hasn’t simply ramped up the power output and called it a day, of course. There’s four-wheel drive to help apply that to the road, some pretty beefy brakes to stop the two and a quarter tons of metal from flying off the edge of a Welsh B-road. Special mention must also go to the springs and adaptive dampers Hyundai has fitted: quite how a car of this size can handle so well without breaking any passengers’ spines is beyond me.

That’s the thing with the 5 N: it’s only a monster when you actually want it to be. Family-oriented performance cars always need some duality of purpose – and lots of them do, to some degree. But whether you put your Audi RS4 into ‘Comfort’ mode or not, it’s still going to wake the neighbours when you start it up at six in the morning.

On the flip side, the Ioniq lets you potter around town in serene, silent comfort much like any other electric car. You can plug it into your house overnight and get 200 miles of range for a fiver. Perhaps most compellingly, it’s even available on a salary sacrifice scheme.

Amusingly though, it’s not for any of these reasons that the Hyundai finds itself here in Wales. Our little team of EV advocates, agnostics and sceptics were all united by one thing: we all thought the Ioniq was an absolute riot to drive, no matter what happens to be hiding under its duck egg blue bonnet.

With any luck, this is the start of something bigger. Perhaps this is what proper petrolheads were looking for from an electric car: put simply, something that’s pretending not to be one.

Illusion or not though, Hyundai has created something properly magical with this car – because here, in a rainy layby in Wales, a group of people saw what the future of performance cars looked like. And for once, they didn’t hate it.

Facts at a glance

• Price: £65,000
• Engine: Twin electric motors, 84kWh battery
• Power: 650bhp (boost)
• Torque: 740Nm
• Max speed: 161mph
• O-60mph: 3.4 seconds
• Range (WLTP): 274 miles
• Emissions: NA g/km CO2