Category: Reviews

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

What is it?

The Daytona name is one of Triumph’s most recognisable. Branded onto some of the British firm’s most accomplished sportsbikes, the Daytona name has been around since the late 1990s, though its history stretches as far back as the 60s and Triumph’s role in motorsport.

This year marks a new chapter of the Daytona story. The new Daytona 660 is a fresh take on what has come before it, bringing a slightly less aggressive setup overall, a more user-friendly engine and – crucially – a more budget-friendly price than those which accompanied previous incarnations. But is this new Daytona 660 worth considering? We’ve been finding out.

What’s new?

As mentioned, this new Daytona 660 is a box-fresh model and has very little in common with the Daytona 675 which came before it. While it may share many aspects with the new Trident 600, this is an extensively reworked machine – both in terms of riding experience and outright performance – to help make differentiating the two a little easier.

It’s a hotly contested market, too, with Suzuki’s GSX-8R being in the crosshairs for the Daytona 660. It’s one of the key reasons why this new bike starts at £8,595 to ensure it stays level with its competitors, but as we’ll look at later there are some caveats to that price.

What’s it powered by?

As the name suggests, powering this Daytona is a 660cc triple engine, stoked to produce 93.7bhp – quite a bit more than the 80bhp that you’ll find in the Trident. A larger airbox allows this engine to breathe more freely than in the Trident, too, while a 12,650rpm redline means you can fully explore everything that the Daytona’s engine has to offer. A six-speed manual gearbox comes as standard, though a quickshifter is sadly absent from the Daytona’s list of included equipment – you’ll need to pay extra for this if you want it.

Upgraded engine internals and a three-into-one exhaust ensure that the Daytona is comprehensively upgraded over the Trident, while Showa 41mm forks are found up front and work alongside a preloaded adjustable monoshock at the rear – again from Showa.

What’s it like to ride?

That triple engine brings some character to the Daytona almost immediately. It’s got a near racing-like sound to it – even when idling – and helps to set to the tone for the ride ahead. Lightness feels like the Daytona’s key attribute and through sharper corners, it’s this featherweight feel that pays dividends. The gearbox is pleasant enough to use, too, and shifting up and down is an enjoyable process. Again, a quickshifter would be nice – particularly when you’re going a little quicker – but the standard ‘box is more than easy enough to get along with.

Despite its racier looks, the Daytona isn’t as wrist-heavy as you might think. The handlebars are significantly lower than those on the Trident, but we found that longer journeys didn’t prove as uncomfortable as first impressions of this bike would lead you to believe. In fact, it’s quite good on a cruise, while decent fuel economy should mean you’re not fuelling up too often.

How does it look?

With its matte-black paint, ‘our’ test Daytona certainly had a stealthy look to it. Highlighted by lime green accents it’s a mean-looking machine – though the rear licence plate hangar is quite ugly in comparison and would do well to be replaced by a more aesthetically pleasing tail tidy arrangement.

As standard, you’re only getting a basic white colour, however. If you fancy one of the more interesting colourways – such as the matte black we’ve tested or a cool-looking red arrangement – then you’ll need to pay £100 extra, which seems a little mean. As with other Triumph models you can choose from a wide variety of accessories to tweak the look of your bike, including a colour-matching seat cowl which gives an even more aero-focused appearance.

What’s the spec like?

At £8,595, is fraction cheaper than the £8,999 Suzuki GSX-8R. However, that model does come with a quickshifter included as standard, and you’ll have to pay an additional £309 to add one to the Daytona, including the cost of the fitting kit. Throw in an extra paint scheme and you’re exceeding the cost of this Triumph’s rivals. However, if you can do without a quickshifter and are happy with an all-white bike, then the Daytona does a good job of undercutting those it is up against.

The LCD main display is where you’ll find all of your key information and while it is easy and clear to read, it does have a slightly old-school feel to it. That said, all of the major controls have a nice chunky feel to them and, as mentioned, you can upgrade the Daytona in a variety of ways through a near-exhaustive list of accessories.

Verdict

The Daytona 660 may not be a like-for-like follow-on from the bikes which came before it, but that’s not such a bad thing. This is a lightweight, good-looking and enjoyable-to-ride middleweight bike that brings a good level of finish for a price which is in-line with rivals.

It’d be nice if a quickshifter were included from the off – and if some of the paint schemes were no-cost options – but the Daytona 660 feels like a fresh take on what is a very recognisable name. Sometimes things need to change in order to grow and the Daytona 660 feels like an example of this.

The previous generation has been around since 2013, so it was about time MG gave us a fresh take on its supermini. Cameron Richards has driven it.

What is it?

Superminis may not be as profitable or in demand as SUVs nowadays, but they still represent a sizable chunk of the market. Now that hybrids are becoming increasingly popular, the Chinese firm MG has given us a new MG3 supermini, and this time, it’s a hybrid only.

The old car was released in 2013, and now, over a decade later, the 3 is taking the small car sector very seriously and is now priced as the cheapest new hybrid car on sale. But is it any good? We’ve been driving it to find out.

What’s new?

Chinese brands are flooding the UK’s new car market, but MG has been the one brand that has pedigree and heritage behind its badge. Since the firm was bought out and re-branded in 2011 with the MG6, it has been given a new lease of life through its SUVs, an estate and even the newly released Cyberster sports car.

Just taking a glance at the new MG3, from every angle this second-generation car is different to its predecessor. It has a new body and interior and it sits on an entirely new chassis. The firm also offers the MG3 with the latest Pilot safety features and Apple CarPlay and Android Auto come fitted as standard.

The drivetrain is also new and promises to be cheaper to run, cleaner, and greener than the model that it replaces.

What’s under the bonnet?

There is only one powertrain when it comes to speccing an MG3 which is a 1.5-litre four-cylinder petrol engine mated to an electric motor that produces a total power output of 192bhp and 250Nm of torque. In terms of acceleration and performance, it can do 0-60mph in 7.8 seconds and the car will go to a top speed of 106mph.

There is only one transmission on offer and that is a three-speed automatic which does sound a little bit old-fashioned in this day and age of dual-clutch and torque converters.

What’s it like to drive?

The old MG3 was quite a coarse and cheap-feeling car, however, this new model has turned things up a bit. To drive, the car feels surprisingly good fun with a nice steering feel and brisk acceleration. The ride is more than adequate enough with only the really big imperfections irritating the car, and the hybrid system does an excellent job of transitioning between electric and petrol modes — with the electric motor working most of the time.

In terms of refinement, the car is noisy out on the open road with not a lot of sound insulation and on the motorway, there is a lot of road and wind noise. The visibility isn’t great either due to the shallow rear window, thick C-pillars and upright rear head restraints. What’s more, getting comfortable behind the wheel is trickier for smaller drivers due to the lack of reach adjustment in the steering wheel and the seats don’t offer that much lumbar support.

Other small irks are the fact that the air-conditioning controls are difficult to operate on the move due to them being buried in the infotainment screen and not having any physical shortcut buttons.

How does it look?

The old car tried too hard to look funky and a bit like a toned-down Mini. However, this new model could easily identify as any other supermini whether that be a Hyundai i20 or Volkswagen Polo. Our test car has the Battersea blue paintwork which does lift the exterior design somewhat, and there is a nice array of curves and creases in the bodywork to give the car a little bit more style.

All versions come with 16-inch diamond-cut alloy wheels and the top model comes with rear privacy glass. Overall, the MG3 is not a bad-looking small car, although not the most dynamic or most exciting either.

What’s it like inside?

The interior of the MG is never going to win any prizes for being the most plush feeling or desirable, however, compared to the old car, it’s light years ahead.

All cars come with a 10.25-inch infotainment screen which features sat-nav, Bluetooth and DAB digital radio. There is also a seven-inch digital driver’s display too, which is clear and easy to read.

However, the materials used throughout feel very hard and brittle. A lot of cost-cutting can be found throughout, too, in areas such as the limited damping on the glovebox opening and grab handles.

In terms of space, there are a couple of cup holders and average-sized door bins and there are seat pockets on the back of the front seats. Space in the back is good with occupants receiving decent head and leg room and there is a USB port, too.

Boot space stands at 293 litres with the seats in place and 983 litres with the rear bench folded forward — which puts it on par with its rivals but bigger than the likes of the Suzuki Swift. However, one major irritation is there is no 60:40 split folding function and instead, to cut costs, the MG3 comes with a single bench seat which limits its versatility.

What’s the spec like?

A simple and affordable car needs to come with an easy-to-understand specification strategy and luckily the MG 3 does that just so. In fact, there are only two trim levels to choose from, SE and Trophy.

The MG 3 is currently one of the cheapest new hybrid cars on sale, and thankfully there is no shortage of standard kit.

The basic SE comes in at £18,495 and features 16-inch alloy wheels, a seven-inch digital instrument cluster and a 10.25-inch infotainment touchscreen with Apple CarPlay and Android Auto.

We’re driving the top-spec Trophy which is an extra £2,000 at £20,495 and it boasts a 360-degree camera, rear privacy glass, heated steering wheel and heated front seats.

Verdict

The MG3 will attract a lot of new customers to the brand due to its affordable prices and high equipment levels.

If you disregard its cheap-feeling interior, lack of sound insulation and a single bench rear seat, it really isn’t a bad attempt from MG at making an affordable and engaging hybrid supermini. Sure, the Toyota Yaris and Volkswagen Polo are better all-rounders, but this small Chinese hatchback should be taken seriously. Plus, it also comes with a seven-year or 100,000 miles warranty which could clinch the deal for a lot of buyers.

Facts at a glance

• Model as tested: MG3 Hybrid+ Trophy
• Price as tested: £21,040
• Engine: 1.5-litre hybrid
• Power: 192bhp
• Torque: 250Nm
• 0-60mph: 7.8 seconds
• Top speed: 106mph
• MPG: 56.5mpg
• CO2 emissions: 100g/km

By Cameron Richards

Jon Reay has been checking out one of Mazda’s most compact models.

Say hello to our latest long term test car: the Mazda 2 Hybrid. And no, we’ve not used a photo of a Toyota by mistake – this really is a Mazda. Or at least, that’s what it says on the boot lid.

The more observant of you might’ve noticed that this particular car is a bit of an imposter. Yes, the 2 Hybrid might claim to be straight out of Hiroshima – Mazda’s home city in Japan, if you were wondering – but it does share rather a lot of parts with the Toyota Yaris. Which is to say, almost all of them.

To Mazda’s credit, they have changed a few bits and pieces to differentiate the two cars. The design of the grille – shaped to resemble cars like the 3, CX-5 and so on – was dreamed up in Mazda’s European design studio in Frankfurt. As was the bit of body coloured plastic between the rear lights, which replaces the Yaris’s gloss black alternative.

Our car is a near-top spec Homura model, which happens to get some black alloy wheels that are also unique to the Mazda – and we must say, they look rather smart. Beyond that though, there’s very little to set the 2 Hybrid apart from its Toyota twin.

Collaborations like this are nothing new in the automotive world, of course. Designing and building cars is an expensive business, and so it’s often more financially viable to pool your knowledge with another company.

In the case of this car, Mazda found themselves in need of a small hybrid car to slot into its showrooms – not something they’ve ever tried making before. Rather than spending billions to reinvent the wheel, they turned to a company that knows a thing or two about hybrid cars: Toyota.

So here you have it: the Mazda 2 Hybrid, designed largely by Toyota, built by Toyota at its factory in France, but sold to you by your friendly Mazda dealer.

Which does rather beg the question, why would you choose this over a near-identical Yaris? That’s something we’re hoping to answer in the next few months as we put the 2 Hybrid through its paces.

I’m pleased to say that things are off to a very good start. If you’re going to base your supermini on another existing one, you could certainly do a lot worse than a Yaris. It’s a car that’s really now got into its stride, not only in terms of how its clever hybrid drivetrain works, but also as a package.

The 2 Hybrid inherits a lot of positives then: it looks good, it’s got a well-designed and spacious interior, and on paper at least it’s incredibly fuel efficient. On top of that, if Toyota’s past efforts are anything to go by, it should be incredibly reliable too.

Does it actually feel like a Mazda, though? Not really, but then why would it – not a single part on the 2 Hybrid is shared with any other Mazda.

That said, while it doesn’t technically share a bloodline to the likes of the MX-5, this does seem to be a car that handles quite neatly. It’s even pretty quick for a car of this type: the electric motor of its hybrid system giving some much needed zing as you accelerate away from a standstill.

Time will tell on what the 2 Hybrid is like to live with, but first impressions are certainly positive. I think our car, painted in ‘Glass Blue’, looks spot on – and I think I prefer the design of the Mazda front end to Toyota’s original look.

The real question will be: which one is the better buy? I’d like to be able to say that it doesn’t really matter – because whichever you pick, you’re still getting fundamentally the same product. But things aren’t quite as simple as that, as I’m sure we’ll come to explain over the coming weeks and months. Was the 2 Hybrid the right choice? I suppose we’ll find out soon enough…

Facts at a glance

• Model: Mazda 2 Hybrid Homura
• Price: £27,290
• Engine: 1.5-litre petrol hybrid
• Power: 114bhp
• Torque: 120Nm
• 0-60mph: 9.7 seconds
• Top speed: 109mph
• Fuel economy: 67.3mpg (WLTP combined)
• Emissions: 97g/km
• Mileage: 1,300

 

In the world of electric vehicles, it’s very easy to get hung up about outright range. It’s no wonder why, really, given that the bulk of EV advertising is focused on how far cars can travel between trips to the plug – with even some hybrid marketing now showing a total range through a combination of petrol and electric power.

For me, I think the 200-mile-range-mark is the golden ticket. That gives you a decent radius around your home – if you’re lucky enough to have a charger at your house – and for most journeys, that’s more than enough.

Recently, I’ve been pushing this further and further with the iX2. I’m currently experiencing the post-summer range slow-down, which means that now I’m getting around 225 miles of range from a full charge, down from the heady heights of 270-odd miles when the temperatures were higher. It’s the natural way of things with EVs and, as mentioned earlier, it’s still within that 200-mile-range ‘happy’ limit.

With a full charge in the iX2’s ‘tank’, it’s been absolutely fine for the odd waltz up to London and back (around 75 miles each way) without the merest flicker of worry about how far the car will travel on a complete charge. In fact, I’ve not had to interact with public charging at all.

This really is how the EV experience can change depending on your situation. With a full charge, I was able to easily venture up to Reading and back for a vehicle test at Porsche’s headquarters. On the way there I wondered whether the iX2 might need a mid-journey top-up but, sure enough, it had plenty of juice to get there and back. As with all electric vehicles, the iX2 doesn’t get its best efficiency when you’re on the motorway, which is a shame as when you’re at greater speeds is when this car feels particularly refined and comfortable.

I’m still not on board with the lack of a rear wiper, mind you. As the weather has started to get wetter and grimier, that rear glass section has started getting pretty smeary and, without a wiper, there’s no way of cleaning it when you’re on the move. On occasions, you might as well have been driving a compact panel van given the lack of rearward visibility. As I’ve mentioned in previous reports, I’d be much happier with the more conventionally styled iX1 – and its ‘normal’ rear window – to help take away this issue.

But in all other areas, I do like the iX2’s design. Those larger-than-life illuminated kidney grilles sure did get people chatting when they were first released, but I’m quite a fan. Unlock the car on a dark, gloomy night and they flash into Tron-esque life, providing a great amount of illumination which actually works to make your walk to the iX2 a little safer. See? There’s a practical aspect to this design.

There are a good number of practical aspects inside, too. The wireless charging pad – which works well to ‘hold’ your phone in place – does put a decent slug of power into your smartphone, though I’ve found that it struggles in the battle against battery drain when your phone is running maps. After a long trip using Google Maps and relying on the wireless charging pad, I’ll usually find that my phone is quite depleted, which is why I more often than not use a charging cable instead.

But the Apple CarPlay integration is one of the most reliable that I’ve encountered. It – so far, at least – hasn’t failed on a single occasion, connecting wireless each time I get into the car. It’s also smooth and doesn’t grumble when you’re switching between CarPlay and the car’s ‘native’ system, which is something that happens on a lot of rival setups.

I’ve also been delving further into the BMW app that links your smartphone to the car. It’s got loads of connected features – including the ability to remotely lock and unlock the car, which I’ve found very handy – and a new one that I’ve been trying out shows your routine trips and the kind of efficiency that the car is returning. It’s quite interesting to see where you’ve been and how much energy you’ve been using.

I find more than anything that I’ve completely adapted to the electric way of life. I plug the iX2 in once a week, leave the Ohme app – which accompanies the charger – to deal with smart charging which ensures that prices don’t exceed 7p/kWh and leave it at that. The iX2’s range is more than enough for shuttling about each week and for those longer trips there’s usually plenty of range left over.

I’m sure that the iX2’s range will drop a little as the weather turns more wintery, but as long as it stays near that 200-mile threshold, I’m not feeling worried in the slightest.

Facts at a glance
Model as tested: BMW iX2 xDrive30
Price: £66,569
Engine: Electric motor
Power: 301bhp
Torque: 494Nm
Max speed: 112mph
0-60mph: 5.4 seconds
MPG: NA
Emissions: 0g/km
Range; 259-266 miles (claimed)
Maximum charge speed: 130kW
Mileage: 5,047

Audi has replaced its A4 with the new A5 – a slinkier shape for a new age. James Batchelor takes it for a spin.

What is it?

This is the new Audi A5 saloon. No, that’s not a typo, and nor is this a replacement for the old Audi A5 that came in coupe, convertible and five-door Sportback guises.

This new car effectively replaces the A4 – a model that, up to now, has formed part of Audi’s line-up since 1994. And while it’s called a saloon, this new A5 is actually a hatchback, just like the old A5 Sportback. Confused? I don’t blame you.

What’s new?

Like many carmakers, Audi is having a rather tough job of fitting a range of EVs into its existing petrol and diesel model line-up. It originally plumped with the ‘e-tron’ name, but as it launches more and more cars powered by electricity, there’s a fear the naming strategy will get a bit overwhelming. So, Audi has decided to overhaul the way it has traditionally named cars.

Ever since the mid-90s, Audi’s models have been named in size order. But now, with the launch of this new A5, the number that follows the ‘A’ designates whether it’s powered by a traditional engine or by electricity. All ‘odd’ numbers will be petrol and diesel, while the ‘evens’ will be EVs. Since Audi still wants to build an A4-sized model powered by petrol and diesel engines, meet the new A5 ‘saloon’ with a practical hatchback tailgate. An A5 Avant (to replace, you guessed it, the A4 Avant) estate is offered. Also, in time, there will be a pure-electric A4 e-tron to spark this conversation all over again – but let’s leave that for another day.

What’s under the bonnet?

It’s all pretty conventional, actually. The A5 gets a range of new engines and for now, there’s a 2.0-litre petrol that comes in 148bhp and 201bhp flavours, and a 2.0-litre diesel with 201bhp. The diesel is the only one that comes with a choice of front-wheel drive or Audi’s famous quattro four-wheel drive, and all engines get a seven-speed, dual-clutch automatic gearbox.

The engines are also all mild-hybrids and get a small 48-volt system to reduce fuel consumption and boost performance, and can actually run at low speeds in electric mode – that’s pretty unusual for a mild-hybrid. There’s also a new sporty S5 model fitted with a 3.0-litre V6 petrol engine, which we’ve reviewed separately.

What’s it like to drive?

You’d never call the old Audi A4 a fun car to drive – secure and predictable, yes, but not thrilling. The new A5 sits on a brand new platform, which has primarily been introduced to offer more efficiency and work hand in hand with those mild-hybrid engines. The new underpinnings – called ‘PPC’, or Premium Platform Combustion – have also been designed to offer a few more smiles behind the wheel, though, and for the most part, Audi’s hard work has paid off. The A5 feels keener to turn into corners than its predecessor and the steering is light while also delivering acceptable levels of feedback.

The 2.0-litre petrol in 148bhp form feels particularly sharp and agile compared to the diesel, but the derv has the petrol licked in terms of performance and also refinement. The entry-level petrol seems a bit too breathless to make quick and easy progress along a country road but, around town, its tendency to switch off and glide around on electric power is very welcome. Overall, the A5 delivers a very good balance between just enough driver involvement while also feeling calm and serene, however, a BMW 3 Series is still the class champ for ride and handling despite its advancing years.

How does it look?

The razor-sharp creases of the old A4 have made way for a more curvaceous look, with the A5 following the design of Audi’s latest SUVs such as the electric Q6 e-tron. Audi’s trademark grille is more stretched than ever before, while slim LED headlights come as standard.

Not only is the A5 more curvy than the A4 but there’s also a nod to the outgoing A5 Sportback with the sloping roofline, while the rear has an Audi e-tron GT-like chunkiness around the arches, and an LED light strip completes the rear design. It’s a smart makeover that, in traditional German car style, looks better in higher S line and Edition 1 trim levels.

What’s it like inside?

Again, much like the outside, the slightly austere and straight-lined interior of the old A4 has been replaced by a more rounded affair. The dashboard design is a near carbon copy of the new Q6 e-tron’s so it’s dominated by two screens (you can even option a third screen for the passenger if you really want to), has plenty of ambient lighting, and very few buttons. Luckily, the infotainment screen is easy to operate on the move, and ChatGPT makes voice commands just that little bit easier, but the old A4’s high-quality feel isn’t present in the A5. It’s good rather than impressively plush like its predecessor was.

Space up front is adequate and it’s easy to get a comfortable driving position, but that sloping roofline really does cut down headroom in the back. The A5 Avant adds a smidge more headroom thanks to its longer roof line but not much, while boot space is just average by class standards – that goes for both the saloon and estate.

What’s the spec like?

There are no surprises when it comes to spec as the A5 follows the same Sport, S line and Edition 1 trim structure as most Audis do. Sport kicks off the range at £41,950 (Audi charges a £1,900 premium for the Avant) and is well equipped, featuring 18-inch alloys, LED front and rear lights, ‘dynamic’ rear indicators, three-zone climate control, a 14.5-inch touchscreen with sat-nav, an 11.9-inch display for the dials, wireless phone charging, 360-degree parking camera, and adaptive cruise control.

S line, from £44,100, adds sportier bodystyling, 20mm lower sports suspension and ‘S’ embossed sports seat, while top-drawer Edition 1, from £49,100, gets features such as larger 20-inch wheels, matrix LED headlights with customisable designs, a black styling pack, and a 10.9-inch touchscreen sitting in front of the passenger.

Verdict

It’s been over 25 years since Opal Fruits became Starburst and it was a name change that still gets Brits hot under the collar. Audi’s Opal Fruits moment will likely be more of a success, though, as the A5 carries on the A4’s mantle of being the best all-rounder in the compact executive car class.

It has a desirable image, strong refinement and a high-tech feel, and although it won’t trouble a BMW 3 Series for outright excitement behind the wheel, the A5 has a more contemporary feeling. The range of new, more efficient and smoother engines will no doubt impress company car drivers, too.

Facts at a glance

• Model as tested: Audi A5 TFSI 150PS S line
• Price: £44,100
• Engine: 2.0-litre turbocharged mild-hybrid petrol
• Power: 148bhp
• Torque: 280Nm
• Max speed: 134mph
• 0-60mph: 9.6 seconds
• MPG: 40.4-42.2mpg
• Emissions: 153-160g/km

By James Batchelor

Audi’s blisteringly quick and subtle S4 Avant has made way for the new S5. Is it still an appealing performance load-lugger? James Batchelor finds out

What is it?

The name Audi S5 has always been stuck onto the boot lids of coupes, convertibles and five-door coupe ‘Sportbacks’, but not anymore.

Audi is overhauling how it names its models with ‘evens’ such as A4 and A6 becoming EVs, while internal combustion cars are taking on ‘odd’ numbers. So, this new Audi S5, with its V6 petrol engine, is not a replacement for the old S5 models – but in line with Audi’s new naming structure, it’s the replacement for the Audi S4 Saloon and Avant estate models.

The S4 has always been the archetypal discreet sports saloon/estate, so we’ve been to the south of France to see if the S5 carries on that tradition.

What’s new?

This is more than just being an exercise in confusing customers, though, as there’s rather a lot of new stuff to get excited about. The new S5 models – remember, it’s a five-door hatchback called ‘Saloon’ and an estate called Avant now – use a brand new platform called PPC, or ‘Premium Platform Combustion’.

The new underpinnings, along with some new engines, have allowed Audi to make the A5 and S5 models more efficient than their predecessors in some cases, while also adding some more fun to the way the cars handle.

What’s under the bonnet?

Unsurprisingly, it’s very in vogue at the moment to launch a new car sporting a battery and an electric motor, and even if a car comes with a petrol engine it’s invariably small to keep it as efficient as possible. Not so with the S5 because it gets a whopping 3.0-litre turbocharged V6 with 326bhp at its disposal.

Of course, there is some electrical wizardry in play with the V6 boosted by a 48-volt mild-hybrid system, but it’s a very potent gesture from Audi and shows that the firm hasn’t quite finished playing with large petrol engines. Moreover, the old S4 used a 3.0-litre V6 diesel, so this petrol-powered replacement really is a rare celebration of six-cylinder petrol power.

What’s it like to drive?

Audi’s S models have traditionally delivered their thrills in a more muted fashion than equivalent offerings from BMW and Mercedes, and to a certain extent, the new S5 carries on this pleasing character trait. The new 3.0-litre lump is blistering powerful, with 0-60mph taking a smidge over four seconds to complete, and it’s backed up with a deliciously vocal V6 soundtrack and unflappable traction from the quattro four-wheel drive system. Back off, and the S5 settles into being a very relaxed cruiser and offers everyday ease of use and flexibility.

But there are some small but important changes. The new platform has yielded more precision to the way the S5 handles and feels subtly more focused than any previous S4 has managed. The seven-speed, dual-clutch gearbox is also sharper than ever before and means the Achilles heel of earlier S4s – their hesitant gearboxes – are pretty much a thing of the past.

How does it look?

The old S4 Avant had super sharp lines with a few flamboyant flourishes to denote its sporting character, but the S5 is a more curvy thing to look at. The Saloon, with its old S5 Sportback-aping sloping roofline is the more dramatic-looking car, while this Avant is the slightly more sensible sibling.

That’s not to say it’s any less pleasing to look at, especially with its low front end, chunky rear arches and four exhaust pipes protruding from the bumper. But with the standard A5 S line looking more sporting than the outgoing A4 S line, it’s probably harder than ever to spot the real-deal S-model Audi from its sportily styled mid-range junior.

What’s it like inside?

The new A5 and S5 models feature Audi’s latest interior design, featuring a very shapely dashboard dominated by screens. There’s a large, 14.5-inch touchscreen that pretty much replaces every button imaginable – it is easy to use on the move, though, despite the huge amount of functions it’s responsible for – and an 11.9-inch display for the driver. The S5 also adds a head-up display, and can even be optioned with a third touchscreen for the passenger. The interior is well laid out and tastefully bathed in ambient light, but feels like a small step down from the old S4 in terms of material fit and finish.

The Avant’s longer roofline gives a bit of extra headroom for six-footers sitting in the back, but it’s still a little tight, while the 476-1,424-litre boot is spacious enough but no larger than the old S4 Avant.

What’s the spec like?

The new S5 Avant only comes in one high-spec Edition 1 trim for the time being, which means it’s packed with equipment. It gets Audi Sport-branded 20-inch wheels, a subtle body kit, a panoramic sunroof with ‘switchable transparency’, massaging front sports seats trimmed in Nappa leather, a head-up display, and a Bang & Olufsen stereo system.

S5s also get upgraded ‘digital OLED taillights’ compared to normal A5s. The S5 Edition 1 Avant comes in at £70,600 (£68,700 for the Saloon).

Verdict

The Audi S4 Avant has always offered all of the regular A4 estate’s fine and practical qualities, but boosted with discrete performance – and the new S5 Avant happily continues this. In many ways, it’s yet another blistering quick but subtle-to-look-at performance estate from Audi, but this time around the driving experience has been sharpened.

The BMW M340i Touring and Mercedes-AMG C43 Estate might offer more obvious sporting appeal, but the S5 runs them close and arguably betters them when it comes to sheer all-round useability.

Facts at a glance

• Model as tested: Audi S5 Avant Edition 1 TFSI 367 PS quattro S tronic
• Price: £70,600
• Engine: 3.0-litre turbocharged mild-hybrid petrol
• Power: 362bhp
• Torque: 550Nm
• Max speed: 155mph
• 0-60mph: 4.3 seconds
• MPG: 35.3-35.8mpg
• Emissions: 178-181g/km

By James Batchelor

What is it?

It was a sad period for all motoring enthusiasts when Land Rover called time on its iconic Defender, ending a 67-year production run as the old-school off-roader was put out to pasture in 2016. But since that period – and despite the introduction of a new version – there’s still real classic Defender demand, with all manner of third-party suppliers getting in on the action.

The thing is, Land Rover itself has remained quiet in this area – until now. It’s the turn of in-house personalisation and upgrading arm Works Bespoke to turn its attention to the Defender, creating the car we’re looking at today – the Classic Defender V8.

What’s new?

It’s an end-to-end process getting a Classic Defender V8. Works Bespoke will source you a chassis – unless you’ve got a particularly clean one to hand – and after upgrading it with revised suspension and beefier brakes, you’re free to pick between a near-endless list of options and personalisation touches. Want a go-anywhere, Camel Trophy-inspired version? Not a problem. Fancy an all-black inner-city warrior? That’s more than possible.

You’re waiting for the catch, of course, and there is one – the price. Our example test car came in at an eye-watering £243,836. That’s for a short-wheelbase 90 version, too, so expect to pay even more for a longer 110 example. It’s a big chunk of change, that’s for sure.

What’s under the bonnet?

Included in that price is some serious under-bonnet hardware, however. It’s a 5.0-litre V8 unit delivering just shy of 400bhp and 515Nm of torque being driven – as you might expect – to all four wheels through a modern ZF automatic gearbox. This Defender comes accompanied by an estimated 0-60mph time of 5.4 seconds and, providing you’re feeling brave enough, this classic off-roader will manage a limited top speed of 94mph.

Naturally, the best possible efficiency isn’t to be expected from a car like this. While official figures haven’t been released, it’s more than likely that if driven hard this Defender will return single-digit consumption.

What’s it like to drive?

While many aspects of the Defender V8’s underpinnings have been overhauled, there are plenty of areas where this car feels like the old-school off-roader it always has been. There isn’t, for example, room for your right arm when you’re driving while the steering has the slightly wayward character that the Defender has always had. The suspension does, however, feel less sharp than on a ‘regular’ version of this car and this helps to make it feel ever-so-slightly more assured through bends.

The engine has got bags of character. In truth, it’s hard to put a 5.0-litre V8 under the bonnet and not give the car it’s attached to a slightly naughty edge but even under part throttle the Defender’s engine cackles away in the background. Surprisingly, it does quieten down very nicely when you’re driving at more leisurely paces while the ZF automatic gearbox does a great job of transitioning through the cogs smoothly.

How does it look?

Imagine the basic Defender setup as a blank canvas for this Works Bespoke model and you’re on the right track. Available in both 90 and 110 configurations, you’re free to pick between thousands of colour options, trim pieces and interior shades to make a car that is personal to you. Of course, you can’t get away from the fact that it is still very much a ‘classic’ Defender, but the tweaks and changes you can make help distinguish it from more regular models.

Our test car, for example, came in a 90 specification with quite a ‘traditional’ feel overall. It’s like every little bit has been polished and finished to the highest standard possible without losing the character of the original.

What’s it like inside?

Much the same as the exterior, you’re free to change whatever you like when it comes to the interior. There are several seat designs to pick between – including rather sporty Recaro versions for those looking to give their car a more performance-focused edge – though the slightly more comfort-orientated ones would likely give the Defender a more classic feel.

All of the main control points in the Defender feel good, too, though some of the original plastic buttons don’t entirely live up to the price tag that this car commands. It might be nice to upgrade the windscreen wipers too – they still squeak past like a hungry mouse and don’t feel all that ‘premium’, even if they are true to the original.

What’s the spec like?

So the kicker really does come with the Classic Defender V8’s price. Our test car, in 90 configuration, came in at a rather eye-watering £243,836. Step up to an equivalent 110 example and you’re looking at well over £250,000. It’s a truly incredible amount of money for a Defender, that’s for sure, but then you are getting a full strip-down and build-up process with all of JLR’s special knowledge and the very best materials.

‘Our’ test car did come equipped with plenty of equipment – as you’d hope, given the price. Highlights include LED headlights, ‘premium’ front seats and a pleasant silver exterior styling pack which gave the car a distinctly classic appearance out on the road. It’s an eye-catching thing to see, but then it does come with an eye-catching price too.

Verdict

The Classic Defender V8 by Works Bespoke shows this off-roader in its very best light. It drives nicely enough (for what is quite an agriculturally designed vehicle underneath) and the ability to tweak and change its design means that, in theory, no two should look the same.

Yes, the price is momentous – but it isn’t out of the ordinary for the ultra-luxury classic four-wheel-drive market that continues to surge in popularity. You could argue that this car’s price tag is enough to secure several pristine classic Defenders, but for those who want the very best – and can afford to get it – then this car is unlikely to disappoint.

Facts at a glance

Model as tested: Classic Defender V8 by Works Bespoke
Price: £243,836
Engine: 5.0-litre V8
Power: 399bhp
Torque: 515Nm
Max speed: 94mph
0-60mph: 5.4 seconds
MPG: 18mpg (est)
Emissions: NA