Category: Reviews

The EV3 is Kia’s gateway into more affordable EVs and will be taking on Skoda’s new Elroq, but is it any good? Cameron Richards finds out.

What is it?

Kia is committed to an electric future with its portfolio of models. It began with the Soul EV over a decade ago and has since brought us the Niro EV, EV6, EV9 and now the EV3 – which is the Soul EVs forerunner.

Its latest addition to its product portfolio is the EV3, which sits beneath the larger EV6 and EV9 in its electric car line-up and will be directly competing with the likes of the new Skoda Elroq and Mini Aceman. But, is it better than those two put together? We’ve been finding out.

What’s new?

Kia is focusing its future towards electrification and its new EV3 is one of its most important models to be released for the brand as it comes with more technology yet on a car with a lower price tag.

Packing a decent amount of interior and boot space, this EV3 has plenty of upsides in its favour of being as good, if not better than the competition, and with its EV6 and EV9 stablemates already succeeding, it’s already off to a head start in the compact electric SUV market.

What’s under the bonnet?

You have a choice of two different battery packs with the EV3, which consists of a 58.3kWh or a larger 81.4kWh unit.

Our test car features the larger 81.4kWh battery pack with an electric motor that produces a total of 201bhp and 283Nm of torque. It can get the car from 0-60mph in 7.7 seconds and it will run out of puff at 105mph. Kia claims that this variant will do up to 367 miles on a single charge and that 350kW DC rapid charging will take the EV3 from 10 to 80 per cent in 31 minutes.

What’s it like to drive?

Driving the new Kia EV3 today. Looks great, and adds to the firm’s expanding line of EVs. pic.twitter.com/znkDeHHAVl

— Cameron Richards (@CamRichards13) December 12, 2024

Kia has really nipped and tucked its range over the years in the driving dynamics stake, and the EV3 is proof of this. Not only does it handle well with a nice amount of steering feel, but the power from its electric motor and battery pack is smooth and effortless. Our test car is sitting on the larger 19-inch alloy wheels, but the ride is still very subtle and feels composed over the bumps, with only the really rutted roads upsetting the chassis in any way.

Wind and road noise is kept to a minimum, and the overall experience is calming and relaxing while being engaging. The only issue is rear visibility with the narrow back window and thick C-pillar obstructing your view when reversing, but the standard rear-view camera does make up for this.

How does it look?

It’s no surprise that this EV3 adopts similar design cues from its bigger brothers in Kia’s range. At the front, there are LED headlamps and if you go for the GT-Line and above, it features a small cube design within the lights themselves.

All cars come equipped with active aerodynamic flaps at the front to help improve drag efficiency and the charging port is located on the offside front wing.

The side profile utilises flush door handles and hidden rear ones to help improve the lines of the car and all models come with roof bars for that SUV look. Big chunker plastic wheel arch guards and a blacked-out C-pillar is carried over from the larger EV9 and at the back, the rear tail lights are positioned high up and run into the rear boot lid to create a light bar effect.

What’s it like inside?

The design of the dashboard follows on from the larger EV6 and EV9 with its 12.3-inch infotainment screen alongside a 12.3-inch digital driver’s display. The screen itself is slick and easy to use and looks very premium. The materials used throughout feel upmarket, with the exception of the hard-feeling dashboard trim. But the build quality along with the fit and finish is superb. There are physical buttons too for the climate control, which makes the user experience a lot more intuitive.

Storage is excellent with deep front door bins in the front and a massive centre console that can fit a purse, alongside two cup holders.

In the back, space is not compromised. The rear doors open wide, allowing easier access and head and leg room for average-sized adults is more than acceptable. There are aeroplane-style seat pockets, a deep cutout behind the centre console and door pockets, which can house a large bottle.

Sadly, its boot space is just pipped by its biggest rival, the Skoda Elroq by 10 litres with the EV3 providing 460 litres of capacity with the rear seats up. There is a large underfloor storage area that is perfect for stowing the charging cables, and it allows the rear seats to fold flat, but it also means the boot floor is shallower. With the back seats folded, the space extends to 1,251 litres – but where the EV3 scores over its Czech rival is the fact it features a front boot with an additional 25 litres of storage.

What’s the spec like?

Kia has always provided an excellent array of standard kit for its cars and the EV3 is no exception.

The entry-level Air comes in at £32,995 and includes features such as heated front seats and steering wheel, a 12.3-inch touchscreen and 12.3-inch driver display, front and rear parking sensors and reversing camera.

The mid-level GT-Line comes in at £39,495, and that’s because it’s only available with the Long-range battery, but it does boast 19-inch alloy wheels, GT-Line styling, privacy glass, a digital key and artificial leather upholstery.

The flagship GT-Line S comes with everything you could ever need. Priced at £42,995, it features an eight-speaker Harman Kardon premium audio system, heated rear seats, head-up display and a sunroof.

However, an efficiency-boosting heat pump is an optional extra on the GT-Line S model and isn’t available on lower trim levels, which is frustrating. But, all cars come as standard with the firm’s renowned seven-year or 100,000-mile warranty.

Verdict

It’s never been so tough in the compact electric SUV market, but the Kia EV3 really is the new benchmark alongside the Skoda Elroq when it comes to quality, practicality, technology and driving engagement.

The EV3 not only looks good, but it also offers a variety of different battery packs to suit different buyers. Kia’s seven-year 100,000-mile warranty only sweetens the deal and will definitely be the clincher for most people.

Facts at a glance

 

• Model as tested: Kia EV3 GT-Line 81.4kWh

• Price as tested: £39,495

• Engine: 81.4kWh battery pack and electric motor

• Power: 201bhp

• Torque: 283Nm

• Top speed: 105mph

• 0-60mph: 7.7 seconds

• MPG: N/A

• CO2 emissions: 0g/km

• Electric range: 367 miles

• Maximum charging speed: 350kW

By Cameron Richards

Based on the brand’s smaller Mazda3 hatchback, the CX-30 offers a sporty look with green credentials. Cameron Richards reports.

What is it?

Mazda has been a brand of innovation and reinventing the wheel, and even in 2024, it’s still doing things differently.

Like most car manufacturers following the EV path, Mazda has decided to offer an eclectic mix of different powertrains for its cars, including petrol, diesel and even a rotary-type range extender plug-in hybrid.

The Mazda3, CX-30 and MX-5 have been the brand’s bread and butter over the last few years proving very popular with customers for their good looks and sporty driving experiences, but what’s the latest CX-30 like to drive? We’ve been finding out.

What’s new?

On the face of it, the CX-30 looks identical to the outgoing one, and that’s because it is.

The changes lie beneath with a new 2.5-litre petrol engine that boasts mild-hybrid technology to boost its overall efficiency.

It still retains the same exterior styling and interior layout, and there are still multiple different drivetrains and body colours to choose from.

What’s under the bonnet?

We’re driving the latest addition to the CX-30 range and that is a new 2.5-litre four-cylinder petrol engine that packs mild-hybrid technology. It replaces the old 2.0-litre unit and Mazda calls it its e-Skyactiv G engine.

In terms of power, it produces a total of 138bhp and 238Nm of torque, while 0-60mph is dispatched in 9.5 seconds and the car will go onto a top speed of 121mph. Mazda also claims this new engine will achieve a combined figure of 47.1mpg and has CO2 emissions of 136g/km. In comparison, the old 2.0-litre unit had a claimed combined MPG figure of 47.9mpg and 134g/km of CO2.

This new engine offers almost identical fuel economy and emissions figures, while being more powerful and smoother than the outgoing powertrain.

Other engines in the CX-30 range are a more powerful e-Skyactiv X 2.0-litre petrol engine with 183bhp and 240Nm of torque.

A choice of manual and automatic transmission are available as well as a four-wheel-drive option.

What’s it like to drive?

Immediately when you get behind the wheel, you can tell that not only does the CX-30 share its chassis with the Mazda3, but some of its DNA from the firm’s MX-5 sports car has been sprinkled upon it.

Our test car is fitted with the six-speed manual gearbox and it’s a joy to use thanks to its very precise feeling, short throw and slick action. The driving position is good with you sitting lower than you normally would in an SUV, and there is lots of adjustment in the seat and steering wheel. The handling has been very finely tuned with the car taking corners very well with little body lean, lots of grip and nicely weighted steering, making this Mazda great fun to drive.

The new engine is quiet and refined and we managed 45mpg, which isn’t too far off the claimed manufacturer figure. Around town, the controls are nice and light and the clutch pedal makes it easy to find the biting point. But, visibility isn’t one of the CX-30’s strong points with the small windows all around limiting your view when manoeuvring.

On the motorway, although the engine is smooth and refined, the cabin does pick up on a bit of wind and road noise making the Mazda not quite as comfortable on longer distances compared to some of its European rivals.

How does it look?

Mazda very rarely produces an ugly car and the CX-30 is no different. From some angles, you could mistake it for the outgoing CX-3 with its very large black plastic wheel arches and lower body mouldings.

At the front, the headlights wrap around the bonnet and seem into the front grille and at the back, the car has similar design elements to the Mazda3 hatchback with its swooping tailgate and circular rear tail lights.

Plus, our test car is finished off in Soul red crystal which is a colour synonymous with Mazda it has used on its cars for the past decade and it really does pop in the sun.

What’s it like inside?

The interior of the CX-30 is also identical to the Mazda3 with its 10.25-inch centre infotainment screen that is controlled by a swivel wheel, which is very easy to use when on the move.

Our test car features the black and brown effect dashboard with leather inserts and it feels plush and premium to the touch. There are physical climate control buttons and there is a handy button located towards the right of the steering wheel where you can set personal driver assist systems to be muted.

Storage is plentiful with deep door bins, two cup holders and a rather large centre armrest with underfloor storage, plus a good-sized glove compartment.

Space in the back is a mixture because leg and knee room is plentiful, but average-sized adults may struggle for headroom. Boot space is down on its rivals standing at 430 litres and 1,406 litres with the rear seats folded – which incidentally do not fold flat.

What’s the spec like?

Mazda offers the CX-30 in plenty of permutations consisting of Prime-Line, Centre-Line, Homura, Exclusive-Line and Takumi.

The range kicks off at £25,415 for the base model, making it cheaper than a Ford Puma. All cars come equipped with LED headlights, rear parking sensors and radar-guided cruise control.

Our test car is the top-of-the-line Takumi that comes in at £31,115, but boasts leather upholstery with heated steering wheel and front seats, an electric tailgate, a Bose premium audio system and adaptive LED headlights.

Verdict

Mazda’s CX-30 is a likeable, good to drive and well-equipped compact SUV that now features a more efficient and refined engine as well as being competitively priced.

It may not be the most practical car in this sector with a smaller boot capacity and less space in the back for occupants, but that shouldn’t put you off as this is a quality car that not only looks good but should be affordable to run, too.

Facts at a glance

• Model as tested: Mazda CX-30 Takumi MHEV
• Price as tested: £31,965
• Engine: 2.5-litre petrol mild-hybrid
• Power: 138bhp
• Torque: 238Nm
• Top speed: 121mph
• 0-60mph: 9.5 seconds
• MPG: 47.1mpg
• CO2 emissions: 136g/km

By Cameron Richards

The second electric model in Skoda’s product portfolio aims to take on the Volvo EX30 and Peugeot e-3008. Cameron Richards reports.

What is it?

Electric SUVs are the norm in the modern car world. There’s barely a week which goes by without another car manufacturer releasing another new model into this already flooded market, and the latest to do so is, Skoda.

Skoda has come on leaps and bounds over the years, and the latest offerings are by far its best yet.

The new Elroq SUV joins the firm’s lineup as the brand’s newest electric model to sit beneath the larger Enyaq in the range.

The Elroq will be going up against cars like the Volvo EX30 and Peugeot e-300. But can it come out on top? We’ve been finding out.

What’s new?

The Elroq is a completely new model to join the Skoda portfolio, sitting on the Volkswagen Group’s electric MEB platform.

The batteries for the car are positioned low under the car, allowing for a completely flat floor which helps with space inside for occupants.

Compared to the larger Enyaq, the Elroq is around 160mm shorter than its bigger brother and it’s the first EV from the firm to use the ‘Modern Solid’ design language. But, what’s it like overall? We’ve been finding out.

What’s under the bonnet?

Skoda offers the new Elroq with a choice of three different battery packs that are labelled ‘50’, ‘60’ and ‘85’.

We’re driving the more powerful ‘85’ model that utilises a 77kWh battery pack with an electric motor located on the rear axle. It gives out a total of 282bhp and 545Nm of torque, while acceleration is brisk, taking just 6.4 seconds to get from 0-60mph before topping out at 111mph. Skoda claims that this version can do a total distance of up to 360 miles.

It also comes as standard with DC rapid charging of speeds of up to 175kW, taking 28 minutes to receive a 10 to 80 per cent top-up.

What’s it like to drive?

It’s funny how life is sometimes. I haven’t been to Mallorca for 18 years, and then I come here twice in one week. This time, for the new Škoda Elroq. Driving impressions will be revealed on Monday. pic.twitter.com/i2J9mOGhqk

— Cameron Richards (@CamRichards13) December 6, 2024

As with lots of electric cars, the Elroq is quiet wherever it goes. We’re driving the more powerful 85 model that comes with a 77kWh battery pack and electric motor, which is very smooth under acceleration and is relatively pokey.

Its refinement is excellent, with only the faintest bit of tyre roar entering the cabin on the motorway. The steering input is a little vague but has a nice weight to it and doesn’t feel artificial. The Elroq corners well with limited body lean around the bends and there is sufficient grip, too.

What lets the car down is the ride, which feels unsettled and fidgety. That’s largely down to our test car’s larger 20-inch alloy wheels. But, visibility is good all around with large rear windows, with the only gripe being the thicker rear C-pillars.

The Elroq’s driving experience is particularly relaxing and smooth, if a little anonymous, but for everyday use, it’s a rather composed and capable EV.

How does it look?

Skodas have always carried a distinct identity and the new Elroq is the first car in the model line-up to utilise the brand’s new design language it calls ‘Modern Solid’ for its electric vehicles.

It essentially means that the front end is smoothed off with no radiator grille and there is brand-specific lettering for the badge positioned at the front of the bonnet.

The Elroq looks rather like an Enyaq that has been on a diet, but that doesn’t mean the car is unattractive.

What’s it like inside?

Inside, the Elroq’s cabin design is rather plush with lots of soft-touch materials dotted about the place. A sustainable element is applied throughout the cabin with a material called ‘TechnoFil’, which is composed of 75 per cent recycled Econyl (a type of recycled nylon) and 25 per cent polyester. The seat upholstery is made from recycled fish nets, too, but don’t worry – it’s all been cleaned intensively first.

There’s a leather effect on the dashboard and our Sportline test car has carbon fibre inlays on the door cards and above the glove box lid.

There is a five-inch digital instrument cluster, and a 13-inch central touchscreen which is slick and easy to use, but the touch sensitive volume bar and the fact that a lot of the climate control settings are buried within the screen is still an issue for a lot of models that are owned by the Volkswagen Group.

As with all Skoda vehicles, you’ll find plenty of ‘Simply Clever’ features inside the Elroq. There is a handy parking ticket holder located on the front windscreen, an umbrella in the driver’s door and an ice scraper in the rear boot lid.

Space in the back is impressive with lots of head and legroom for even taller adults. Thanks to the completely flat floor, passengers will find they can sit comfortably, as well as being able to slide their feet under the front seats.

The Elroq’s boot capacity is one of the largest in its class, boasting a total capacity of up to 470 litres of space, or 1,580 litres with the rear seats folded. A handy ski hatch also allows longer items to be stowed through the seats and for an added option, you can have a charging cable net secured to the parcel shelf.

What’s the spec like?

Skoda will offer the Elroq with a choice of four different trim levels including SE, SE L, Edition and Sportline.

The range kicks off at £31,500, making it cheaper than its rivals like a Peugeot e-3008 and Volvo EX30.

Entry-level SE cars come with 19-inch alloy wheels, LED head and tailights, the 13-inch infotainment screen that includes wireless Apple CarPlay and Android Auto as well as ChatGPT.

We’re driving the flagship Sportline model, which comes in at £37,400 with the smaller 62kWh battery pack, or £41,600 for the larger 82kWh unit. It focuses more on a sportier exterior and interior with 20-inch alloy wheels, gloss black exterior detailing, sports front bucket seats and a perforated leather steering wheel that is heated, too.

Verdict

Skoda will certainly succeed with its new Elroq. Not only does it undercut some of its biggest rivals on price, but it’s also decent to drive while offering lots of space and handy interior storage solutions with a premium interior with recycled materials.

It offers a wide number of battery options, with decent electric ranges on all versions and it even looks rather handsome in any colour or specification. If you’re looking for a mid-size electric SUV, the Elroq certainly should have a place on your shortlist.

Facts at a glance

• Model as tested: Skoda Elroq Sportline 85
• Price as tested: £41,600
• Engine: 82kWh battery with electric motor
• Power: 282bhp
• Torque: 545Nm
• Top speed: 111mph
• 0-60mph: 6.4 seconds
• MPG: N/A
• CO2 emissions: 0g/km
• Electric range: 360 miles
• Maximum charging speed: 175kW

By Cameron Richards

This latest model will be sitting on Stellantis’ ‘Smart Car’ Platform, and is completely different to the old Frontera. Cameron Richards reports.

What is it?

The Frontera nameplate hasn’t been used on a Vauxhall since the original car went out of production way back in 2004. Since then, the company has focused on its practical family MPVs and SUVs.

Now that the demand for SUVs has risen even more, and the electric revolution is starting to take shape, Vauxhall has decided to bring back one of its household names and put it on its latest offering to rival the Peugeot 2008, Nissan Qashqai and new Citroen C3 Aircross – of which it shares its platform with.

With prices starting at £23,495, the Frontera is one of the cheapest SUVs on sale with the option of seven-seats for the hybrid and undercuts the competition from the likes of Peugeot and Nissan.

What’s new?

Though there’s nothing new about its name, the latest Frontera does sit on Stellantis’ ‘Smart Car’ Platform, which is also shared with Citroen’s new C3 Aircross and Fiat Grande Panda.

This new model will replace the outgoing Crossland SUV in the firm’s line-up and will sit between the smaller Mokka and larger Grandland.

Vauxhall now offers every model in its range with a choice of petrol, hybrid and electric power and the Frontera is no different.

The new car utilises Vauxhall’s signature black Vizor front end with a centrally positioned logo, while the interior design includes the firm’s Pure Panel Cockpit with two 10-inch screens.

The Frontera hybrid can also be equipped with an additional two seats for an extra £550, to make it one of the smallest and most affordable seven-seaters on the market.

What’s under the bonnet?

The Frontera will be available with a choice of either a fully electric version or a hybrid model.

The EV variant features a 44kWh battery pack and electric motor that gives a claimed range of up to 186 miles. In terms of performance, the motor produces 114bhp, allowing the car to get from 0-60mph in 11.9 seconds and up to a top speed of 87mph. DC rapid charging of up to 100kW is standard allowing the car to go from a 20 to 80 per cent top up in 26 minutes.

Later down the line, you’ll be able to get the Frontera electric with a Long Range option, which will have a claimed range of 248 miles.

Vauxhall also offers the Frontera with a hybrid powertrain that comes with 48V technology. Available with two power outputs, it gets a 1.2-litre three-cylinder turbocharged petrol with an electric motor that produces either 101bhp or 138bhp.

What’s it like to drive?

The Frontera is another nameplate to make a comeback! Driving impressions will be revealed on the 5th December. pic.twitter.com/YtKROJdCQj

— Cameron Richards (@CamRichards13) December 2, 2024

Small SUVs never feel that special to drive and the Frontera doesn’t differentiate in any shape or form.

Out on the road, the car is relatively refined at speeds except for a bit of tyre roar and it rides rather well over lumps and bumps on the road – making it comfortable on longer trips.

We’re driving the electric version and on a twisty road, the extra weight from its batteries can be felt through the steering with a lot of roll when coming out of the corners. Its acceleration isn’t exactly brisk for an EV and the steering is numb and lacks communication.

Another irritation is the large steering wheel obscures some of the infotainment screen, which is an issue found on its larger sibling, the Grandland. But, at least rear visibility is good thanks to the cut-out C-pillars and large rear windows.

The hybrid version feels a little more lively due to it weighing less than the electric variant and turns into corners better, making it have a slightly more characterful driving dynamics.

Overall, the Frontera doesn’t excel and is only average when it comes to its driving experience, but it will be more than acceptable enough for buyers.

How does it look?

The Frontera features Vauxhall’s latest design language which means that it has the firm’s black Vizor front end and bright Intelli-LED headlights.

Down the side, there is a split C-pillar design and pronounced wheel arches to make the car look bolder and wider.

At the back, the rear tailgate has a curved design to it, as well as featuring model-specific lettering and split rear tail lights.

What’s it like inside?

The dashboard design is similar to other Vauxhall models like the Grandland, and that’s a positive as everything is easy to access thanks to plenty of physical climate control buttons.

The ‘Flex strap’ is located around the front cup holders and is a handy little device that allows you to fasten and secure larger items into the storage area.

Vauxhall claims that the Frontera has a total of up to 23 litres of space inside for storage, including decent sized front door bins and a large centre armrest with a very deep cubby hole located inside.

However, as it’s a cheaper car, the materials used feel cut-price with lots of hard and scratchy plastics everywhere, and the fit and finish in certain areas are a little questionable.

In the back, there is excellent head and legroom for larger adults, due to the boxy design. But, the high floor on the electric version means that your legs rest rather high, making longer journeys less comfortable. However, in the hybrid model, the floor is lower, due to the lack of batteries, meaning the backseats are a lot more accommodating for longer trips. At least there are handy storage pockets on the back of the front seats and the rear doors open rather wide to make it a lot easier to gain access.

Our test car is the five-seater electric model and with the rear seats in place, there is a total of 460 litres of room. But, fold the back seats down – which rest almost flat – and that space jumps to 1,600 litres – which Vauxhall claims is six litres bigger than what you’ll find on the Astra Sports Tourer Electric.

What’s the spec like?

Vauxhall will only offer the Frontera in two flavours. This is to keep prices reasonable and to make it easier for buyers to choose what best suits their lifestyle. The Frontera is also on price parity, meaning you’ll pay the same for either electric or hybrid versions.

The range kicks off at £23,495 for the Design trim and it brings a rear-view camera, rear parking sensors, cruise control, a 10-inch touchscreen, rain-sensing windscreen wipers and a 10-inch digital instrument cluster.

Move up to the GS, which starts at £25,895 and it boasts features such as LED tail lights, 17-inch diamond-cut alloy wheels, a black roof, power folding door mirrors, climate control, rear privacy glass and front parking sensors.

Verdict

The Frontera is a smart move for Vauxhall as it offers a seven-seat family SUV with hybrid power. Or, the EV version will be available with two battery options to suit a number of different buyers and is an affordable entry-point for those wanting to go down the electric route.

It may feel cheap in places and the driving experience is only average. But, its decent boot capacity and handy interior storage along with its price parity with the hybrid and electric versions means that the Frontera is a very sensible choice for young families.

Facts at a glance

• Model as tested: Vauxhall Frontera GS Electric 44kWh
• Price as tested: £25,895
• Engine: 44kWh battery pack with an electric motor
• Power: 111bhp
• Torque: 125Nm
• Top speed: 87mph
• 0-60mph: 11.9 seconds
• MPG: N/A
• CO2 emissions: 0g/km
• Electric range: 186 miles
• Maximum charging speed: 100kW

By Cameron Richards

One of Volvo’s most popular SUVs has undergone new mechanical and external changes to make it better than before. Cameron Richards tries it out.

What is it?

It’s hard to fathom that the XC90 has been around since 2002 and was the Swedish firm’s first SUV.Skip just over two decades, and this big, friendly Volvo is only in its second generation—its current iteration was introduced in 2015.

But, with the recent introduction of the electric seven-seat Volvo EX90, does this conventional XC90 still have a place in the market? We find out what some subtle changes have done to improve this Swedish SUV.

What’s new?

On the face of it, the XC90 doesn’t look much different the older car. However, under closer inspection, you’ll notice the new front grille alongside the redesigned slimmer headlights while at the back, there are darker taillights and a refreshed lower bumper. But apart from these minor cosmetics tweaks, the recipe remains the same.The interior features new seat upholstery made from recyclable materials and the centre console has had a redesign to make it more practical and intuitive to use. There is a new 11.2-inch infotainment screen that includes Google Built-in and Google Assistant, too.

What’s under the bonnet?

Volvo has ditched its diesels in favour of cleaner hybrid and electric powertrains across its line-up and the XC90 follows suit.There are two engines to choose from. The entry-level badged ‘B5’ has a 2.0-litre turbocharged four-cylinder petrol with 48V mild-hybrid technology. It produces a total of 253bhp and 360Nm of torque while 0-60mph takes 7.5 seconds and it has a top speed of 120mph, too.

We’re driving the more powerful ‘T8’ plug-in hybrid that comes with a 2.0-litre turbocharged four-cylinder petrol engine that is mated to an 18.8kWh battery pack that can deliver a claimed 44.1 miles on electric power alone. In terms of power, it produces a total of 461bhp and a hefty 709Nm of torque. Acceleration-wise, 0-60mph is dealt with in 5.1 seconds and will carry onwards to 112mph.

All cars come with an automatic gearbox as standard and all-wheel-drive for that extra grip in the winter months.

What’s it like to drive?

Always feels a tradition to drive a new Volvo in Sweden. Driving impressions of the updated XC90 will be revealed on 25th November. pic.twitter.com/jxuu20vFS0

— Cameron Richards (@CamRichards13) November 7, 2024

The XC90 has always been an effortless comfortable and refined car which thankfully remains the same in this latest version. At speeds and on the motorway, the extra sound deadening has made driving this big Volvo quiet and very relaxing. Our test car was running on winter tyres and the larger 22-inch alloy wheels, but road noise wasn’t inflicted and the ride comfort was sumptuous, with only the very rutted bits of road agitating the car at all.

Visibility is excellent due to the large glass areas and rear quarter windows, and the standard rear-view camera is also clear, making manoeuvring in tight spots a lot easier.

The whole car, however, feels rather top-heavy with a lot of lean present when cornering. Meanwhile, the standard automatic gearbox is dimwitted and hesitant to decide what gear it wants to be in.

But, aside from these quibbles, the XC90 provides a comfortable, refined and effortless driving experience which is just what is required in this SUV segment.

How does it look?

Volvo updates its cars yearly with subtle changes rather than giving us new models every five years or so. The XC90 has hardly changed over its lifetime, and that’s no bad thing. The facelift gives the front end a cleaner look and the side profile still maintains its tall slab-sided stance.At the back, the rear retains its high-positioned taillights and the rear bumper has been redesigned – but apart from that, the XC90 still looks distinctively like an XC90.

What’s it like inside?

The materials used throughout the XC90 have a plush and high-quality feel and everything is well screwed together. Storage is good with large door bins and a decent glove box and the centre console has a good array of cubby holes and cup holders.

The second row is vast with a completely flat floor and a plethora of head, leg and knee room – even with the panoramic glass sunroof. The second-row seats also individually slide for more legroom or increase the already massive boot space.

The third row is less impressive with it only really being suitable for children or short journeys for average-sized adults. The materials used in the back also don’t feel as nice as up front, but at least passengers still get cup holders and storage areas back there.

Boot space varies depending on whether you go for the mild-hybrid or PHEV. The former comes with 302 litres with all seven seats up, or 680 litres with the third row folded and 1,856 litres with all the seats pushed down. The latter sadly has slightly less room due to its battery pack with 262 litres with seven seats, 640 litres in five-seater guise and 1,816 litres in two-seater format. But nevertheless, the space is vast with the XC90 being one of the best cars in its class for this category.

What’s the spec like?

There are three levels of trim available with the XC90 and all models come lavishly equipped, with the range starting with the Core model at £63,790, the Plus at £68,790 and the flagship Ultra starting at £75,290.

All cars come with the new 11.2-inch infotainment screen, a heated steering wheel, wireless Apple CarPlay, auto-folding door mirrors and a rear-view camera.

We’re driving the top-of-the-line Ultra which boasts a 1,400W 19 speaker Bowers and Wilkins premium audio system, massaging front seats, rear sun blinds and soft Nappa leather interior.

Verdict

The XC90 is never going to be seen as a sports car or a fun weekend toy. Instead, it has built up a reputation of being a comfortable, spacious and classless seven-seat SUV that still needs to be taken seriously even after a long production cycle. It may not be the most engaging car to drive in this segment, but it still offers a comfortable and relaxing experience behind the wheel.

This facelift has improved its looks, on-board technology and refinement. It’s competitively priced and is a great alternative for those who might want an EX90, but don’t want to go down the EV route just yet.

Facts at a glance

• Model as tested: Volvo XC90 Ultra T8 PHEV
• Price as tested: £84,150
• Engine: 2.0-litre turbocharged petrol with an 18.8kWh battery pack
• Power: 461bhp
• Torque: 709Nm
• 0-60mph: 5.2 seconds
• Top speed: 112mph
• MPG: 235.1mpg (est)
• CO2 emissions: 30 – 36g/km
• Electric range: 42.8 – 44.1 miles

By Cameron Richards

Modern cars are getting more and more complicated and it makes life difficult when things go wrong, reports James Baggott

Life with my long-term electric Audi has just got a little bit easier—and it’s all thanks to some tech that’s started working again.

Let me explain. Modern cars now have a rather annoying speed limit warning system that bongs at you whenever you go even 1mph over the speed limit.

Like lane departure warning systems, this ‘helpful’ piece of new technology cannot be turned off completely; it can only be muted every time you get in the car.

But on some cars – like the Audi SQ8 I’ve been driving – turning it off isn’t as simple as pushing a button. No, in the Audi, it’s buried at least four screens deep in a complicated multimedia system. Navigating your way through this while driving really is inadvisable.

Thankfully, earlier in my tenure with the SQ8, I found the ability to create a shortcut to turn off the speed limit warnings, but about six weeks ago it disappeared.

After a call with Audi UK, it transpired that these ‘favourite’ buttons are linked to my ‘user profile’. Another quirk of modern cars is you can now log into them, like a computer, to set personal preferences – but the SQ8 had forgotten I existed.

Despite driving the car every day it told me that I had not been logged in recently (I had), and decided I was no longer a user of the car. This had rendered all my personal preferences redundant.

After a lengthy call with an Audi engineer, a full factory reset was required of the multimedia system and – hey presto – I was back in action. I had to reset all my favourite buttons, including the one that turns off the speed limit warning, but thankfully it worked.

It did make me think about just how complicated new cars have become. While I love to be able to choose personal seating settings, have my favourite radio station primed and set up my favourite buttons for shortcuts like these, it’s a pain when they stop working.

Sadly, the reset hasn’t fixed my Apple CarPlay problem. That still won’t work, no matter what I do and I know it’s not my phone’s fault as I’ve tried it with other cars recently and it was fine. Annoying.

Anyway, enough about multimedia systems. How am I getting on with my year as an electric car owner? Well, I would say it’s still mixed. While I love the driving characteristics, the swift getaways and the silent driving, I am still borrowing other cars for long journeys.

I’ve tried a few public chargers and, while they are certainly getting better, the unreliability and not knowing whether those at my chosen stop will be occupied, or working, still fills me with dread. It’s added stress to a journey I just don’t need.

This is a huge barrier to EV adoption and I can understand why others are worried. It’s certainly not the car’s fault and for the majority of the time when I am charging at home, and making short journeys, it’s wonderful.

I still stick by my comments that electric cars make great second cars, but having the backup of one available that’s powered by ‘old fashioned’ fuel certainly makes life a lot less stressful.

On a practical level, with a recent third addition to the clan, there really isn’t enough space in the back of the SQ8 for three children. With two child seats plugged into ISOFIX anchor points on either side of the rear bench, my teenage daughter struggles to get comfortable in the middle.

The Audi SQ8 might look huge and there are parts, like the boot, that are pretty gigantic, but the space inside for occupants is at a bit of a premium.

I am impressed, though, with how the grey leather interior has held up over the year. We all know what kids can be like and the leather has been easy to clean and still looks fresh.

Facts at a glance

• Model: Audi SQ8
• Price as tested: £118,105
• Engine: Electric motor with 114kW battery
• Power: 496bhp
• Torque: 973Nm
• 0-60mph: 4.5 seconds
• Top speed: 130mph
• Range: 265 miles (claimed)
• Emissions: 0g/km CO2
• Mileage: 7,452

With a compact hatchback and sports saloon on the way, the BE11 is first offered from the Chinese firm, Skywell. Cameron Richards finds out more.

What is it?

You may have never heard of Skywell before and that’s because it has never sold a vehicle here in Europe – until now.

The firm began in 2000 and was called ‘Skywell New Energy’. It quickly became one of China’s leading bus manufacturers and in 2011 became part of the Skyworth group – which is one of the world’s largest consumer electronics companies.

The BE11 was the first self-developed car by the brand when it launched in China back in 2020 – though it was initially called the ET5.

What’s new?

Chinese-made electric SUVs might be a more common sight on our roads than they once were, but, the BE11 is the trailblazer of the Skywell brand here in the UK and Europe for that matter.

Since Skywell released the ET5 in China four years ago, the company has expanded to 12 production facilities across China and will be exporting to 100 countries worldwide.

It will be competing in a fiercely competitive market and will go up against cars like the Skoda Enyaq, KGM Torres EVX and the Nissan Ariya.

What’s under the bonnet?

The BE11 comes with a choice of two battery packs. There is the Standard range, which utilises a 72kWh unit and electric motor that generates a total of 201bhp and 320Nm of torque. It accelerates from 0-60mph in 9.4 seconds and the car runs out of puff at 93mph.

Skywelll claims that this version has a combined electric range of up to 248 miles on a single charge and 304 miles in the city. Meanwhile, 80kW DC rapid charging is compatible with a 20 to 70 per cent top-up completed in 36 minutes.

We’re driving the Long range variant, which comes fitted with a larger 86kWh battery pack and electric motor that has the same power and performance figures as that initial version, but its range increases to a claimed 304 miles combined and up to 401 miles in the city. Just like the smaller battery, the Long range can be charged up via a DC rapid charger that takes a 20 to 70 per cent charge in 45 minutes.

What’s it like to drive?

I’ve been driving the new Skywell BE11! It’s an intriguing car, I must say. pic.twitter.com/vQ5W6sXXN6

— Cameron Richards (@CamRichards13) November 22, 2024

Unfortunately, the BE11 driving experience isn’t a match with its rivals from Europe and Japan.

Behind the wheel, the car feels out of its depth on the open road with the steering having an artificially light feel and even with different driving modes don’t change it. The ride, meanwhile, is very bouncy and unsettled over even the smoothest roads and around the bends, the car has a lot of body roll while the budget tyres don’t produce much grip.

The brake pedal feels rather spongy and doesn’t inspire a lot of confidence at higher speeds. Finally, there is a lot of wind noise and tyre road, making the car feel rather unrefined on the road.

On the flip side, the car does have excellent visibility, making it a lot easier to manoeuvre in town and when reversing. This is thanks to the rear-quarter windows and large glass area, which on a car of this class is great. Plus, the acceleration is smooth.

Overall, the BE11 is lacking behind its rivals with the driving characteristics unpolished and needing a lot of work.

How does it look?

The design of this Skywell is inoffensive in the way that it doesn’t look revolutionary, but it doesn’t come across as ugly, either.

The front features the firm’s ‘Razor’ headlights with LED daytime running lights and chrome lower front bumper. The side profile features black plastic cladding and chrome trim to liven the design up a little bit and all cars come with satin silver roof bars.

At the back, the car incorporates a full-width rear light bar with the firm-specific lettering integrated into the glass, and there are portrait-orientated fog lights.

What’s it like inside?

The interior design of the Skywell is relatively simple and feels plush in most areas. It’s nice to see physical buttons for the front and rear de-mist, but it would be even better to see physical controls for the climate control.

The standard 12.3-inch infotainment screen is slick and easy to navigate, and there is wireless Apple CarPlay and Android Auto.

In terms of storage, the glove box is of an average size, but you do get a split centre armrest that features a rather deep storage area.

Where the BE11 really stands out is in the back. The room for passengers in the second row is excellent with acres of head, leg and knee room and even with the panoramic glass roof, there was no compromise with space.

Boot capacity is also generous with a total of 467 litres with all the seats in place, and that extends to 1,141 litres with the rear bench folded down – and they do go completely flat, too.

What’s the spec like?

Since the BE11 is the firm’s first model to be introduced in Europe and the UK, Skywell has kept it simple by offering just one trim level.

Prices start at £36,995 for the standard range car and increase to £39,995 for the Long range model that we’re driving.

All cars come very well equipped and feature 19-inch alloy wheels, a powered tailgate, rear privacy glass, a 12.8-inch infotainment screen, wireless Apple CarPlay and Android Auto, electrically adjustable front seats and Metz premium audio system. However, it’s a concern that the BE11 doesn’t feature some vital safety features such as lane-keep assist, traffic sign recognition or even adaptive cruise control.

But, all cars come with the brand’s seven-year or 100,000-mile warranty and an eight-year or 155,000-mile battery warranty.

Verdict

As a first attempt from Skywell, the BE11 needs a lot of work to put it in line with its rivals. The driving experience is rather flawed and it feels unsettled and unrefined at speed.

Sure, it comes with a decent electric driving range and it undercuts its competitors on price, as well as offering decent space for passengers and their luggage. But there are better SUVs in this category that offer a sharper drive and feel a lot more sophisticated while offering a range that matches – or even betters – that offered by this BE11.

Facts at a glance

• Model as tested: Skywell BE11 Long range
• Price as tested: £39,995
• Engine: 86kWh battery pack
• Power: 201bhp
• Torque: 320Nm
• Top speed: 93mph
• 0-60mph: 9.4 seconds
• MPG: N/A
• CO2 emissions: 0g/km
• Electric range: 401 miles
• Maximum charging speed: 80kW

 

By Cameron Richards

The little Kamiq is starting to be used a lot more frequently, but there are still a few irritations that have cropped in. Cameron Richards explains.

Four months into living with Skoda’s Kamiq and just like its older brother, the Karoq, it’s a very easy car to live with. But, it’s not all butterflies and clear skies, as a few electrical gremlins are still driving me mad.

We’ll get the bad bits over with first I think. Last month I said that the wireless Apple CarPlay was finally playing ball – but, I must have jinxed it because the typical ‘unable to connect’ has reappeared several times. When you start the car up, the phone connects straight away but then will have a tendency to just randomly disconnect for no reason. Even worse still, when you’re driving along listening to music and then it just drops out, and then spontaneously reconnects.

Secondly, last week, the tyre pressure monitoring light popped onto the dashboard saying that ‘a sudden loss of tyre pressure has been detected’. But, in fact, it was just a case of resetting the system, which thankfully is very simple and straightforward to do.

Regardless of those minor setbacks, the Kamiq has been very easy to settle down with. It’s been on a couple of longer airport runs towards Heathrow and Gatwick and has been smooth, quiet and comfortable. The bucket seats in our Monte Carlo model offer great support and look very sporty – it’s just a shame that our car hasn’t got the winter pack option, which adds a heated steering wheel and front seats – but that’s a first-world problem for you. Furthermore, a couple of weeks ago on my way up to Gatwick airport, I managed an impressive 55.1mpg out of this little Skoda, which even I had to take a second glance at. Around town, I’ve been averaging around 37-39mpg, but it’s clear that if you’re careful with your right foot on a longer run, the Kamiq can be very frugal.

Another handy feature is the reversible boot mat which is rubberised to stop your bags sliding about, and it’s also wiped clean, which makes it a lot more practical when you’re out and about in the countryside.

The Skoda’s daily duties have taken me to the local shops and down to the gym and I have to say, around town, it’s just as comfortable to potter about in as it is cruising on the motorway. I’m still not convinced of the DSG automatic gearbox which hesitates when you’re pulling away from a junction and the different drive modes don’t really change the experience to be honest, either. Thankfully, due to the Kamiq’s smaller dimensions, it’s not a chore like other SUVs to drive through narrow back roads and around the town centres. Parking is also helped with the rear-view camera and parking sensors – and the visibility all around is excellent.

Having a manually operated handbrake is a joy and it makes you realise how much you appreciate the car ergonomics of yesteryear. But, due to almost every new car featuring an electronic button, there have been occasions where I have almost forgotten to deploy the handbrake.

Although this month, I haven’t really been ferrying passengers around, the excellent levels of interior space have made chucking things into the back seats easy and the array of cubby holes make it ideal for storing your mobile phone away. I’m still yet to make use of the little bin located in the driver’s door card, but it’s nice to know that it’s there.

Overall though, despite its very irritating user interface and slightly anonymous driving characteristics, the little Kamiq is still a plucky and likeable car to live with and it’s not a vehicle that I would be ashamed or embarrassed to have parked on my driveway. I’ve still got two months to go with it, and a few more trips planned. It’ll be interesting to see how the car performs in the colder, darker months that lay ahead.

Facts at a glance

• Model as tested: Skoda Kamiq 1.0-litre TSi DSG Monte Carlo
• Price as tested: £32,205
• Engine: 1.0-litre turbocharged petrol
• Power: 114bhp
• Torque: 200Nm
• Top speed: 121mph
• 0-60mph: 10 seconds
• MPG: 55.1 mpg
• CO2 emissions:
• Mileage: 4,288 miles

By Cameron Richards

The B-Segment SUV market is booming, and Mini has just launched its Aceman out into the wild to rival the likes of the Volvo EX30. Cameron Richards finds out more.

What is it?

Ever since the original BMW Mini was launched back in 2001, the firm has grown into a premium sub-brand of the German car manufacturer and produces some of the most entertaining and quirky cars on sale today.

The new electric-only Aceman arrives to sit between the Cooper hatchback and Countryman, rivalling the likes Volvo’s EX30 and the Jeep Avenger in the fiercely competitive B-segment SUV class. But, does this new Mini have what it takes to climb to the top of the class? We’ve been finding out.

What’s new?

Mini is focusing on an electric future and it has an ambitious target to become an EV-only vehicle manufacturer by 2030. The Aceman is the first model in the firm’s lineup to be sold exclusively as an electric vehicle with no hybrid or piston-powered version on offer.

It features an eco-conscious interior with a lot of recycled materials used throughout as well as using Mini’s latest 9.5-inch OLED display screen. Furthermore, new features such as the Mini app allow you to lock or unlock, charging progress and electric range all controlled by your smartphone.

What’s under the bonnet?

There is a choice of two powertrains for the new Mini Aceman, held underneath slightly different badging to make differentiating between the pair easier. 

The base ‘E’ comes with a 42.8kWh battery pack and brings an electric motor that produces a combined 186bhp and 290Nm of torque. It also has a claimed electric range of 192 miles and a top speed of 99mph.

We’re driving the more powerful ‘SE’ version that incorporates a larger 54.2kWh battery pack – lifting range to 252 miles as a result – while 221bhp and 330Nm of torque means 0-60mph takes 6.9 seconds and a top speed of 105mph. 

What’s it like to drive?

Been out driving the new Mini Aceman in Copenhagen today. Driving impressions will be revealed on October 29th. pic.twitter.com/HDR85ZQjqJ

— Cameron Richards (@CamRichards13) October 1, 2024

The cliche from Minis of yesteryear that ‘it handles like a go-kart’ may have been pushed to extremes recently, but nevertheless, this Aceman is a great car to drive. Its steering is neat and precise and it holds onto the road very well. Our test car has larger 18-inch alloy wheels, but even so, the ride is not compromised at all – with only the larger imperfections being noticed when driving. It’s also refined and sits on the motorway very comfortably, too.

Visibility is excellent thanks to the large C-pillar cut-out windows, and driving around town is a doddle thanks to its smaller proportions.

The most irritating thing on the move is the odd spaceship-esque noise that sounds through the cabin – but at least you can turn that off. Furthermore, the infotainment screen is a little fiddly to operate on the move with its clumsy interface and small shortcut buttons.

There are seven different driving modes, but our favourite is ‘go-kart’ mode which sharpens the throttle and steering response to make the driving experience even more engaging.

How does it look?

From any angle, the Aceman is distinctively a Mini. The front incorporates the traditional hexagonal front grille and the side profile features flush door handles and rugged looking wheel arch covers and lower body mouldings. At the back, there are the Union Jack-wearing rear tail lights, though drivers can customise these in up to three different light designs that can be controlled by the car’s infotainment screen.

Overall, the design looks between a Cooper hatch that’s been to the gym and the bigger Countryman that’s lost some weight, and even though that might sound like an odd combination, the design works. The Aceman is a great-looking small family SUV – to our eyes, at least.

What’s it like inside?

Inside, it’s business as usual for Mini. Sustainability is what the brand is focusing on with a 2D knitted fabric effect on the dashboard and door cards, and this material even finds its way into certain cubby holes, too. The standard 9.5-inch OLED circular touchscreen is clear and gives the interior that distinct identity, and there are plenty of storage areas such as cupholders, door bins and an average-sized glove box to keep personal belongings.

The quality of the interior does feel cheap in some places, but thankfully the knitted fabric masks that to make the cabin feel more premium. Step in the back and there is sufficient room for occupants, however, our test car has the optional glass panoramic roof which does eat into headspace somewhat. 

The boot space stands at 300 litres with the seats in place but that extends to 1,005 litres with them folded down – which is slightly smaller than a Volvo EX30 and even more so than a Jeep Avenger. The rear seats also don’t lie flat – however, there is some underfloor storage for hiding your charging cables, though.

What’s the spec like?

Mini likes to keep things simple when it comes to customers specifying what they want, so it comes as no surprise that the Aceman is available in just three different flavours – Classic, Exclusive and Sport.

We’re driving the mid-range Exclusive with the higher-powered SE powertrain and it comes in at £39,600 and boasts features such as LED headlights, automatic climate control, DAB radio and ambient lighting.

Higher specced Sport models add equipment such as John Cooper Work front and rear bumpers, as well as side skirts and a rear roof spoiler, too. 

Verdict

Minis has gained a reputation for being quirky, fun and unique – and the Aceman follows in these footsteps. Not only is it modern and fresh, but the funky interior, clever design cues and great driving dynamics give all the benefits of the standard Mini hatch, in a more practical and easier to live with package without being too large for most.

Also, with plenty of combinations for its exterior and interior, there will be a version to suit all. It’s just a shame that the infotainment system is still fiddly to use and interior quality doesn’t match our car’s £36,000 asking price, because otherwise, the Aceman is a great all-round compact crossover EV that should be given a second glance. 

Facts at a glance

 

• Model as tested: Mini Aceman SE Exclusive
• Price as tested: £36,300
• Engine: 54.2kWh battery
• Power: 221bhp
• Torque: 330Nm
• 0-60mph: 6.9 seconds
• Top speed: 105mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 252 miles
• Charging speeds: 70kW

By Cameron Richards

 

A legendary nameplate has made a comeback, but it’s not on a two-door coupe. So, what has Ford done? Cameron Richards finds out.

What is it?

It feels odd in a modern era that you can buy a brand-new Ford Capri. However, it’s not arriving as quite the same model as the classic wedge-shaped muscle car that first arrived in the early 1970s.

However, this new model has ditched the two-door coupe market entirely and instead headed down the electric SUV route with the Skoda Enyaq Coupe and Cupra Tavascan set in its sights. 

Although that might upset a lot of the Blue Oval enthusiasts – to others it simply won’t matter. What we want to know is – is it any good? 

What’s new?

Underneath its skin, you’ll find the same underpinnings as on the larger Ford Explorer which sits on the Volkswagen Group MEB platform and even uses batteries from the German giant as well.

It means the Capri is the same car underneath as some of its main rivals, the Skoda Enyaq Coupe, Audi Q6 e-tron and Volkswagen ID.5.

However, if you take a closer look at the car, you’ll notice some borrowed parts from its larger brother – the Explorer. Both cars share the same bonnet, doors and front wings, but the rest of the car is a bespoke design.

What’s under the bonnet?

There will be a choice of three different battery packs from launch. The standard range will be launched next year and comes equipped with a 52kWh unit with power being sent to the rear via a single motor. Ford hasn’t revealed an exact electric range but it’s expected to be around 250 miles, but the electric motor on board produces 168bhp.

Then there’s the option of either an extended range 77kWh battery version with a single motor and a 79kWh unit with all-wheel-drive. 

The former comes with an electric motor that produces 282bhp and 545Nm of torque. Ford claims this version can do up to 390 miles between charge-ups. It has a charging speed of up to 135kW – taking the car from 20 to 80 per cent in 37 minutes.

The latter has a slightly smaller range of up to 348 miles but power increases to 335bhp and 679Nm of torque. Meanwhile this version can also charge at a speed of 185kW – taking the car from a 10 to 80 per cent top up in 26 minutes.

What’s it like to drive?

Been out in Marseille driving the new Ford Capri. Can’t reveal what it’s like until October 29th. pic.twitter.com/m1fya9Uaox

— Cameron Richards (@CamRichards13) October 22, 2024

It’s always very challenging for a car manufacturer to make a high-riding SUV that also is engaging and composed. The Capri won’t feel as special or dynamic as the model from yesteryear, but if you forget the legacy behind its name and look at it from a completely different perspective, the Capri isn’t bad at all.

To drive, the car corners well with not too much body roll and the steering doesn’t have too much artificial assistance. It’s also very quiet and refined at speeds, plus the drivetrain is smooth and has decent performance. We’re testing both the rear-wheel-drive and all-wheel-drive models and the former has a superb turning circle – due to the lack of motors on the front axle, but the latter has more power and extra grip when cornering hard.

However, the brake pedal does feel spongy and doesn’t inspire a lot of confidence, and the thick A-pillars and narrow back window restricts visibility both when reversing and driving forward.

How does it look?

Compared to the Capri of the 60s, 70s and 80s this new car couldn’t be any more different. From some angles, you could mistake it for a Polestar 2 and while some might see that as a bad thing, the Swedish EV isn’t exactly an ugly car.

This new Ford features blacked-out A-pillars and a kick-up rear window and quarter light. Meanwhile, at the front, the headlights include quad LED daytime running lights and engraved model-specific lettering on the front bumper. 

At the rear, there is more of a coupe saloon look with a booted tailgate and lack of rear windscreen wiper. Plus, the lower bumper is finished off in gloss black and here the model-specific lettering continues. Overall, the new Capri will be one of those cars that divides opinion when it comes to looks.

What’s it like inside?

It’s no surprise that when you take a first glance at the interior of the Capri, you’ll find it vastly similar to the Explorer. That means it features the same 14.6-inch portrait touchscreen which also adjusts to reveal a nifty storage compartment, and there is what Ford calls the ‘Mega Box’ which is a 17-litre storage area under the centre armrest. Furthermore, there is a cut-out tucked under the centre console, as well. The standard Soundbar mounted on top of the dash is a nice touch.

But, take a closer look and like its sibling, you’ll find Volkswagen Group buttons on the steering wheel as well as on the doors. They’re fiddly to use on the move. Plus, the interior quality isn’t the best with a lot of hard plastics and the door cards feature a light grey material which looks like it will age badly and stain relatively easily.

Space in the back is relatively impressive for a car with a rather swooping roofline. Leg room and knee room are excellent. However, sit up straight and average-sized adults will hit their heads on the roof of the tailgate.

Open the boot and you’ll be greeted with 572 litres of space, plus there is underfloor storage. Fold the back seats down – which lie flat, and it transforms into 1,510 litres. That means the Capri is on par with its rivals Skoda and Volkswagen and has a much more usable room than a Polestar 2 and Peugeot e-3008.

What’s the spec like?

The UK will be getting just two different flavours of Capri – Select and Premium.

The range kicks off at £42,075 for the base model, but the equipment is generous, to say the least with all cars coming with keyless entry and start, a 14.6-inch infotainment screen, heated front seats, front and rear parking sensors and a seven-speaker sound system including a Soundbar.

We’re driving the Premium at £46,175 and its specification is enhanced through the fitment of 20-inch alloy wheels, a panoramic glass roof, LED ambient lighting, a powered tailgate and a 10-speaker Bang and Olufsen sound system. This makes it better value for money than some of its rivals such as the Skoda Enyaq Coupe.

Verdict

The people who are going to buy the Ford Capri will have no connection to the old classic coupe. It’s only the die-hard Ford fans that will show any kind of concern as to whether this car should be labelled with the iconic name.

Despite that, if you take into account its decent equipment levels and pleasant driving dynamics then the Capri is a more than acceptable choice. But, with its cheap-feeling interior, fiddly buttons and its closeness to the Explorer, we can’t help but think it’s just another electric SUV that doesn’t really have any USP.

Facts at a glance

 

• Model as tested: Ford Capri Premium 77kWh RWD

• Price as tested: £46,175

• Engine: 77kWh battery pack

• Power: 282bhp

• Torque: 545Nm

• Top speed: 112mph

• 0-60mph: 6.1 seconds

• MPG: N/A

• CO2 emissions: 0g/km

• Electric range: 390 miles

• Charging speed: 135Kw

By Cameron Richards