Category: Reviews

Renault has high hopes that its coupe-styled hybrid SUV will steal sales away from the BMW X4. Cameron Richards went to Spain to find out.

What is it?

The Rafale is the car that will complete the Renault SUV line-up here in the UK, sitting above the Scenic E-Tech, Arkana and Austral as the flagship SUV in the range and going up against competition from BMW, Audi and Hyundai.

Renault is focusing a lot on its future electrification plans and badges its hybrid and electric vehicles with the E-Tech name. However, the Rafale will be sold on our shores only as a hybrid.

What’s new?

The Rafale name is a new addition to the Renault family and is the French word for ‘wind’, relating to the company’s part in aviation with the Caudron-Renault Rafale that flew at 277mph in 1934.

While that plane may be relatively old today, the Rafale’s design is brand-new with a bold-looking interior matching a new exterior design language which ties it in with some of this French firm’s other cars while still establishing itself as a model in its own right.

What’s under the bonnet?

From launch, there will be one powertrain on offer, and that is a 1.2-litre turbocharged petrol engine that produces 128bhp and 205Nm of torque. From there, it’s hooked up to a pair of electric motors and, in total, the Rafale kicks out 197bhp.It has a top speed of 111mph and can do 0-60mph in 8.7 seconds, while a claimed 60.1mpg and CO2 emissions as low as 105g/km mean that the Rafale is remarkably clean-running for a car of this size.

All Rafale models come with multi-link rear suspension and a four-wheel-drive system as standard, while later down the line a 304bhp performance version to fit into the range.

What’s it like to drive?

In Seville testing the new Renault Rafale E-Tech — driving impressions will be revealed soon. pic.twitter.com/FtHHqxuBM8

— Cameron Richards (@CamRichards13) June 3, 2024

The Rafale rivals SUVs such as the BMW X4, however behind the wheel the big Renault doesn’t quite match up to its German competitor.

The engine and transmission seem to have a hesitant and jerky transition from switching from combustion to electric mode which makes the car feel a little unsettled at speeds. Rear visibility is poor due to the small rear window and thick C-pillars and there is no rear windscreen wiper – which is frustrating when the screen is dirty.

However, our test car came with four-wheel steering called 4Control makes it easier to manoeuvre and gives it a tighter turning circle than you might think.

Overall performance is acceptable enough, and it’s reasonably refined at speeds with not too much road and tyre noise, but wind noise on the motorway is more noticeable than expected.

The Rafale also has an acceptable ride, though the suspension doesn’t seem to settle down over minor imperfections when travelling at slower speeds. However, even though the steering felt vague and a bit ponderous, it does go around corners with minimal fuss and very little body roll.

How does it look?

Coupe-like SUVs have become more popular ever since the BMW X6 kickstarted the trend back in the late 2000s.The Renault certainly has a unique look to it with its sloping roof design and distinctive Nouvel’R front end. The boomerang-style LED daytime running lights and front headlights that merge into the front radiator grille show similarities to Renault’s smaller SUV, the Austral.

However, the side profile looks a little anonymous, with a resemblance to the Nissan Qashqai, which is no surprise since the Renault Group owns Nissan.

What’s it like inside?

The Rafale adopts Renault’s latest interior layout, similar to the one you’ll find on the latest Scenic. You get a larger rectangular steering wheel with a paddle shift for the regenerative braking and you have a 12-inch portrait infotainment screen that is angled towards the driver for a sportier alongside a 12.3-inch dashboard display.The cabin materials throughout the top half of the dashboard and door cards are soft and have a premium feel, however, lower down the glove box and lower centre console suffer from harder materials. There are also physical buttons for climate control and they are intuitive to use.

There is plenty of room in the back with a lot of leg and headroom, regardless of the sloping roofline and our test car’s Solarbay panoramic roof. A small transmission tunnel means that the middle seat passenger doesn’t struggle too much to sit comfortably either.

Boot space stands at 647 litres with the seats in place, which is over 120 litres more than a BMW X4. Fold the seats down and the Rafale’s boot space expands to 1,600 litres making it slightly smaller altogether than a Hyundai Santa Fe. However, the rear seats do not fold down flat making it harder to push heavier items to the back of the vehicle.

What’s the spec like?

Here in the UK, we are getting three different trim levels for this hybrid coupe SUV.The entry-level Techno starts at £38,195 and gets front and rear parking sensors, multi-link suspension and a 12-inch multimedia touchscreen. The mid-spec Techno Esprit Alpine comes in at £42,195 and boasts a heated steering wheel and front seats, rearview camera, ambient lighting a powered tailgate and 4Control four-wheel-steering.

Our test car was the top-of-the-line Iconic Esprit Alpine, priced at £44,695 and featuring 12 speakers, a 360-degree 3D camera, Matrix LED headlights and front Renault logo puddle lamps.

There will be a 304bhp plug-in-hybrid variant, called the Rafale Atelier launched later this year with pricing and specifications yet to be announced.

Verdict

Renault’s flagship SUV offers high levels of standard equipment with reasonable pricing and running costs.

Even though the driving experience isn’t the best in its class, it still performs well when it comes to comfort and ease of ownership.

Practicality is one of its stronger points, with boot space larger than some of its key rivals, while the interior is a nice place to be with space inside good enough to accommodate four average-sized adults comfortably.

As an overall package, the Rafale should be a hit with British buyers, we just think if the power delivery was smoother and it had a better drive, it would make the French SUV even more tempting.

By Cameron Richards

What is it?

Polestar is looking to ramp things up in 2024. While it may have seen a lot of popularity with its classy 2, that car has been on the roads for a little while now with its Swedish maker left to talk about not an awful lot else. That all changes soon, with a flurry of new models hitting the tarmac, including this – the 3. It’s a car which enters into the popular electric SUV segment and does so with all manner of battery-powered bells and whistles.

With a new platform underneath and loads of clever tech inside, the Polestar 3 certainly has the ingredients to succeed, but can it? We’ve been behind the wheel to find out.

What’s new?

As mentioned, there are a lot of very new aspects to the Polestar 3. Underneath, it’s got a brand-new platform – created by Polestar’s owners Geely and shared with other brands within its stable, including Volvo – which allows for loads of interior space and some super-fast charging speeds too. While the Polestar 3’s Volvo cousin – the EX90 – might be available with seven seats, this car is a strict five-seater, however.

Elsewhere, we’ve got the same stripped-back Scandi design approach that we’ve seen put to good use in the smaller 2, though plenty of high-end materials aim to boost the premium feel inside while ensuring a solid, enduring feel to the whole car.

What’s under the bonnet?

As with the Polestar 2, the 3 will be available with a number of powertrain options. It launches, however, with two – Long range Dual motor or Long range Dual motor with Performance Pack, with the latter, as you might expect, shaving the 3’s 0-60mph time down through more torque and power though reducing overall range as a result.

However, the ‘regular’ dual motor version isn’t a slouch. In fact. It’ll manage 0-60mph in 4.8 seconds, yet can still return up to 390 miles of range. The performance model, in contrast, has a claimed range of up to 348 miles between trips to the plug. The good news, however, is that because the 3 can accept charging speeds of up to 250kW, it’ll take just 30 minutes to charge its massive 107kWh battery from 10 to 80 per cent.

What’s it like to drive?

Polestar has aimed to put some ‘sportiness’ into its cars and though we’d argue that a 2.67-tonne SUV is unlikely to ever really be dynamic, it puts up a good fight in this area – mainly thanks to the fitment of a clever torque-vectoring system on the rear axle. It corners neatly and flatly, but what shines through most of all is the refinement – it’s quiet, comfortable and feels particularly at ease when travelling at higher speeds. The steering is relatively mute overall but it’s accurate enough to place the car where you want it easily. Rearward visibility isn’t the best, mind you, and the large rearward pillars mean over-the-shoulder visibility is impaired considerably.

Of course, this is quite a big bus, so threading it along narrower roads and streets does take a fair bit of concentration, but once you’re used to it things aren’t that bad. Is it sporty? Not particularly. But Polestar has done well to make the 3 easy-going in nature, which is what you’re after in a large SUV.

How does it look?

Polestar’s 2 set the tone for the brand’s future styling and though the 3 might have a load of its own design touches, there’s still a common thread connecting them both. It’s an impressive thing up close, mind you, with its upright stance and slim, razor-sharp headlights combined to make a car which has a lot of presence. While Polestar’s famous white colour will be the go-to for many, we’d argue that the 3 does look impressive in some of the other shades available, though there aren’t all that many to choose from.

Around the rear, there’s the full-width lightbar which is so common in the market – and loved by makers of EVs – but it does play into the futuristic look that the 3 is going for overall.

What’s it like inside?

As mentioned, Polestar’s vehicles have always had a certain Scandinavian, uncomplicated way about them and the 3 is no different. You’ll not find the interior adorned with numerous buttons or toggles, as much of the forward cabin is focused around the large portrait-orientated screen. Fortunately, there’s a display ahead of the driver, which means you’ve got those much-needed readouts right in front when you need them.

But space is good. The rear seats offer loads of legroom and headroom and everything has a solid feel to it. While Vegan materials are used as standard, the 3 is also available with a full leather interior which does seem to represent a concerted push towards more premium brands. A 597-litre boot – when loaded to the roof – seems a touch small given how large the car is overall, though the 55-litre ‘frunk’ under the bonnet is ideal for storing the charging cables in.

What’s the spec like?

Polestar is definitely giving the 3 a premium price tag. It’s priced from £79,900, which is a decent wedge of cash and nearly £10,000 more than you’d pay for an entry-level Audi Q8 e-tron. That said, the 3 counters with some very nifty technology which outshines the German-made cars in many areas. The main screen, which runs Android Automotive software is sharp and responsive, with plenty of those must-have features – such as Google Maps – coming pre-installed and running flawlessly, particularly when compared to other in-house navigation systems.

There’s a wireless charging pad as standard too – though since it has been made flush with the fascia your smartphone can easily slide off when accelerating – while features such as a massive panoramic roof, electric tailgate and a 360-degree parking camera all come as standard too. Add in many of the Polestar 3’s standard features to the Audi and the price would ramp up considerably.

Verdict

The electric SUV segment is a busy one. A lot of carmakers started off their electric journeys with high-riding models and that means the Polestar 3 is entering into difficult territory. However, while the wait for another Polestar model may have been long, the arrival of the 3 marks a positive forward step for the Swedish brand. It’s a comfortable and well-made car, this one, and has all of the technology on-board that you’d expect.

While we’d argue that it’d be worth hanging on until later this year for the arrival of the single-motor version – which was the strongest setup in the older 2 – the launch dual-motor 3 represents a good effort and one which should stand out in this very busy crowd.

The ZR-V is a hybrid-only crossover that promises low running costs with high levels of practicality. Cameron Richards finds out what it’s like.

What is it?

The ZR-V is Honda’s newest entry into the ever-growing SUV segment. It sits in between the HR-V and CR-V in the Honda line-up, and like its smaller and larger siblings, it comes with hybrid power.

The competition it faces is fierce, with the likes of the Kia Sportage and Nissan Qashqai in its sights – two British favourites on our roads. So, the ZR-V has got a lot to live up to, if it’s going to steal the limelight away from those two big names.

What’s new?

Honda knows a thing or two about SUVs. Having launched the original CR-V back in 1997, that model has gone on to become one of the most popular crossovers in the world having sold more than 10 million units.

The ZR-V shares the same platform with the current 11th-generation Civic and sixth-generation CR-V, while it gets a new interior and exterior design to make it a new proposition in the brimming crossover market.

What’s under the bonnet?

It’s simple. There is only one engine on offer and that is a 2.0-litre four-cylinder that produces 186bhp and delivers 314Nm of torque – while achieving 0-60 mph in 7.8 seconds.

The engine is the same as Honda put in the bigger CR-V, but to the ZR-V’s advantage, it’s smaller and lighter than its bigger brother. It also claims 49.2mpg and produces 144g/km of C02.

What’s it like to drive?

Behind the wheel, the ZR-V has a very sporty driving position. You sit lower than you might think and you and the driver and front passenger are separated from the large centre console – giving a more cockpit-like feel.

Out on the road, the ZR-V handles well, with limited body roll and plenty of grip. There are four driving modes to choose from – Normal, Sport, Econ and Snow. When driving in Sport, the throttle response sharpens up and you notice a change, while Econ mode ensures that the electric motor gives the best use when driving at slower speeds to improve fuel consumption.

When driving in Normal mode, the car feels stable at speed if not a little noisy on faster roads with more tyre roar and wind noise entering the cabin. The engine itself is smooth enough, however, the e-CVT gearbox is a little odd due to it having artificial gearchanges and the paddle shifts located behind the steering wheel didn’t seem to do anything let alone change up and down the box. The pickup was also a little sluggish and the performance wasn’t groundbreaking, either.

The ride is perfectly adequate, if not a little unsettled over bigger bumps and visibility is impressive thanks to large side windows and thin A-pillars making it easier to pull out at side turns.

Fuel economy is good too with our car achieving 47mpg over the week, which isn’t bad regarding the size of car and its engine capacity.

How does it look?

With the naked eye, the ZR-V looks like any other crossover, in the fact that it has a tall rakish body and quite an anonymous side profile.

The front end adopts Honda’s latest design language in terms of an oval-shaped front grille and curved headlights. The rear end looks better with a sloping roofline and at least the exhaust pipes do lead through those rather fake-looking exhaust tips.

There is also a lot of piano black used throughout from the wheel arch mouldings to the rear diffuser – which gives a more sporty look to the ZR-V.

What’s it like inside?

Inside, the cabin is well thought out and there is a decent-sized glove box, a variety of cupholders and a large centre armrest with storage.

The plastics used throughout have a high-quality feel with lots of soft-touch materials and the design of the dash is stylish with physical buttons for the climate control and infotainment screen. A uniquely shaped line design features on the door cards and in the boot is a nice touch as well.

The build quality is excellent, as you would expect from a Honda, and there is sufficient leg and headroom for rear passengers, too.

However, even though the rear seats do fold down flat, the boot space capacity is not as big as its rivals from Korea. The ZR-V’s boot capacity stands at 370 litres of space with the seats up and 1,302 litres with them folded down – in contrast, the Kia Sportage has 562 litres of boot room with the seats up and 1,751 litres with them down.

What’s the spec like?

The ZR-V comes in three different flavours. The entry-level Elegance starts from £39,505 and comes with 18-inch alloy wheels, a rear-view camera and heated front seats.

Our test car was the mid-range Sport, which starts from £41,110 and adds a power tailgate, privacy glass, wireless smartphone charger and electric front seats.

The top-of-the-line Advance comes in at £42,910 and boasts a panoramic glass roof, heated leather steering wheel and a Bose Sound System.

All models are very well equipped, however, rivals like the Nissan Qashqai are marginally cheaper with the basic model nearly £12,000 less expensive than the basic ZR-V Elegance.

Verdict

The ZR-V is one of those cars that sprung onto the market without anyone really knowing, however, skip alongside that and this Honda is a very likeable and easy car to own.

It’s economical, has plenty of standard equipment and is good to drive, and with Honda’s superb reputation for producing solid, dependable and reliable cars, the ZR-V will certainly follow that path.

Rivals may be cheaper, but the Honda should hold its value well, too.

The mid-sized ZR-V is a great car for those looking for a practical and efficient vehicle without going down the EV route – while still holding onto that driver engagement and low running costs.

Facts at a glance

Model as tested: Honda ZR-V Sport 2.0 Hybrid

Price as tested: £41,110

Engine: 2.0-litre four-cylinder hybrid petrol

Power: 186bhp

Torque: 314Nm

0-60mph: 7.8 seconds

Top speed: 107mph

MPG: 49.2

CO2 Emissions: 144g/km

By Cameron Richards

The Scenic name has become a household name for Renault, but has transforming it from an MPV to an SUV been a mistake? Cameron Richards finds out.

What is it?

The Scenic name has been around since the mid 90s and since then it has gone on to be a very well-known and popular car in the MPV sector. However, the popularity of the SUV has made people carriers a dying breed and with stricter regulations coming onboard with EVs, Renault has decided to reintroduce the Scenic as an electric SUV.

Scenic models in the past have competed with cars like the Vauxhall Zafira and Volkswagen Touran, whereas this new EV will be competing with the Tesla Model Y and Peugeot e-3008.

What’s new?

This new model is nothing compared to the outgoing Scenic. In fact, it sits on the firm’s CMF platform which gives it a completely flat floor and a longer wheelbase than before.

The exterior and interior design is new with the front end adopting Renault’s Nouvel’R logo with diamond surrounds where the front radiator grille would have been, while curved front LED daytime running lights and gloss black side mouldings set off the external design.

A new interior sports fewer buttons than before and the infotainment system now features Google-Built In as standard with up to 70 voice commands.

Renault has focused heavily on sustainability with the Scenic E-Tech. There is no leather found anywhere and up to 24 per cent of the car’s electric materials are recycled and 90 per cent of its mass – such as the battery – can be reused.

What’s under the bonnet?

The Scenic comes with a choice of two battery packs. The Long range comes as standard on mid and top-spec models, coupled to a 214bhp electric motor and an 87kWh battery pack that gives out 300Nm of torque, does 0-60mph in 7.7 seconds and has a top speed of 105mph while delivering a claimed 379 miles on a single charge.

The entry-level model can be chosen with a smaller setup which makes it a little cheaper.. This model comes with a 60kWh battery pack and produces 172bhp and 280Nm of torque while achieving 0-60mph in 8.4 seconds, a top speed of 93mph and a claimed 260 miles between charges.

What’s it like to drive?

Driving the new Renault Scenic E-Tech in Bath today. Not so much an MPV anymore! pic.twitter.com/w20Lv8iBox

— Cameron Richards (@CamRichards13) May 20, 2024

Though Renault has done its best to make the Scenic as light as possible, it still weighs over 1,900kg – so it’s no featherweight. Although it still feels like a heavy car, driving it is a relatively comfortable experience with nicely weighted steering and the wheel you held had a square shape falling nicely into your hands.

The cabin was well insulated from road and wind noise and it has a good turn-in when going around tighter sections. It’s also got a tight turning circle making it easy to manoeuvre at slower speeds.

The Scenic is the first car in the firm’s line-up to use Safety Shield which allows the driver to programme their preferences to what driver assistance setting they want to be activated when driving; it means that at the touch of a button, any driver aids can be switched off, which we thought was a great idea. However, rear visibility was reduced due to the large rear headrests and large C-pillars.

Compared to its other French rival, the Peugeot e-3008, the Renault in on the back foot when it comes to driver involvement.

What’s it like inside?

Inside feels light and spacious, thanks to our test car’s range-topping Iconic trim which comes as standard with what Renault calls a Solarbay Panoramic Sunroof that can be adjusted to dim the light into the cabin without the use of a sun blind.

The interior has a nice design with the infotainment screen all angled towards the driver while 38 litres of storage is dotted about the place. There are very large centre storage areas and the armrest in the back can be folded down revealing two swivel-out cup holders, USB-C charging ports and foldout stands.

The back is vast with an abundance of legroom and headroom which was pretty impressive despite our test car’s panoramic sunroof. The floor is completely flat, too, meaning a middle passenger could sit in the back comfortably while large back windows make it easy for kids to look out.

The boot stands at 545 litres with the seats up and 1,670 with them folded down, better than an e-3008 but not as big as something like a Tesla Model Y – also the Scenic’s rear seats don’t fold flat which could be a pain if you’re pushing larger items to the back.

What’s the spec like?

In the UK, there will be three specifications on offer, beginning with the entry-level Techno which starts at £37,495 in Comfort setup and £40,995 in Long Range format. It comes as standard with 19-inch alloy wheels, automatic air conditioning, power tailgate and a 12-inch multimedia display.

Move up to the Esprit Alpine, starting at £43,495 and it boasts a soft fabric dashboard, heated sports seats with blue stitching and 20-inch alloy wheels.

Our test car was the top-of-the-line Iconic which has a price tag of £45,495 and adds an electric driver’s seat with massage function, Harman Kardon sound system and the Solarbay Panoramic Sunroof – both Esprit Alpine and Iconic versions are only available in Long Range format.

Verdict:

The heady days of the humble MPV seem to be well behind the Scenic as it moves into its SUV era. However, it’s a reflection of the times and you can’t fault Renault for switching the Scenic into a far more popular segment.

It’s good to drive while being practical and versatile, and with prices on par with its key rivals, it’s not bad value, either.

Sure, the driving experience is still not scintillating, but the Scenic was designed to be comfortable and commodious – which this French car has in spades.

Facts at a glance

Model as tested: Renault Scenic E-Tech Iconic Long Range

Price as tested: £46,745

Engine: 87kWh

Top speed: 105mph

Power:214bhp

Torque: 300Nm

0-60mph: 7.7 seconds

MPG: NA

CO2 emissions: NA

By Cameron Richards

The growing Chinese brand has high expectations with its Seal U, but can it cut it above its rivals from Europe and Japan? Cameron Richards finds out.

What is it?

BYD is a relatively new brand here in the UK and the Seal U kick-starts the firm’s approach of offering a variety of vehicles with different powertrains.

We’ve been given a host of electric models such as the Atto 3, Dolphin and Seal, but now, the Seal U arrives as BYD’s first plug-in hybrid model to enter the line-up in the UK.

The Seal U is an SUV that will be going up against some stiff competition with the likes of the Volkswagen Tiguan and Honda CR-V.

What’s new?

The Seal U is a new model both inside and out with a new interior and exterior design. However, the big news is that this BYD model will come with an engine underneath its bonnet – electrically assisted, of course – and there will be a choice of different battery packs and trim levels, too.

It also features BYD’s Blade battery technology which is cobalt-free and developed in-house to enable the best blend of safety, longevity, performance and space. BYD also says that you’re able to repeatedly charge its Blade batteries to 100 per cent without any degradation.

What’s under the bonnet?

There are two power outputs on offer, with entry-level models equipped with an 18.3 kWh blade battery pack that’s mated to a 1.5-litre turbocharged petrol engine that produces a combined 214bhp and 300Nm of torque for the former while giving a claimed electric range of 49 miles.

Our test car, however, was the Design model which also comes with two electric motors – enabling four-wheel-drive in the process – and giving a torque figure of 550Nm and 319bhp.

A mid-spec model available this summer comes with a larger 26.6 kWh blade battery pack that produces the same power and torque figures as the lower-powered version but gives an electric range of 77 miles.

What’s it like to drive?

In Rome today with the new BYD Seal U plug-in-hybrid. Driving impressions will be revealed next week. pic.twitter.com/NwleHVYsrH

— Cameron Richards (@CamRichards13) May 15, 2024

When you drive the Seal U, you know immediately that the car has been set up for comfort rather than driver engagement. The ride is smooth and absorbs lumps and bumps very well, remaining quiet at all speeds.

There is limited wind and road noise and the electric motors and engine work well together to make seamless changes between different drivetrains. The engine is relaxed and doesn’t groan too much, while at motorway speeds the car drives mainly on its electric motor, helping with its efficiency and refinement.

However, while the Seal U is comfortable and refined, it is by no means engaging with numb steering which feels vague both in Normal and Sport mode, and there is a lot of body roll around the corners, making the car feel nervous at higher speeds.

Although front visibility was good, looking out the rear was poor due to the small back window making it hard to see out of when reversing – thankfully the Seal U comes as standard with a reversing camera.

How does it look?

At first glance, the Seal U looks like most other big SUVs, but look closer and you’ll see a horizontal slatted front grille with a rounded, curved exterior.

The car uses what BYD calls ‘Ocean Aesthetics Design’, which incorporates the rest of the firm’s vehicle design language and brings headlights which have a u-shape design and fit neatly into the bonnet, while 19-inch alloy wheels and rear bumper with black and silver details give the BYD its own bespoke look.

Furthermore, the LED rear taillights have been inspired by water drop elements which relate back to the brand’s ‘Ocean Aesthetics’ design.

What’s it like inside?

Inside is a nice place to be with a blend of soft-touch materials and Vegan leather. The design of the dash is minimalist with few buttons while the large infotainment screen is clear and easy to read even in direct sunlight. You’re even able to rotate the screen 180 degrees giving the driver a choice of portrait or landscape view. However, features such as climate control are still located in the infotainment screen which is fiddly to use on the move.

The seats are comfortable and have a nice design with integrated headrests, while interior storage is good with a decent-sized glove box, large cup holders and a generous centre storage bin.

In the back of the Seal U is a mixed bag, as legroom is decent. However, due to the standard panoramic glass sunroof eating into headspace, taller passengers over six feet will find their heads brushing against the roof.

Boot space is also smaller than rivals from Volkswagen and Honda, with the Seal U having a total of 425 litres with the seats up and 1,440 litres with them folded down. In comparison, a Honda CR-V’S luggage capacity is 617 litres with all its seats in place and with them down extends to 1,710 litres.

What’s the spec like?

There are three trim levels on offer, the entry-level Boost, middle-rung Comfort and top-of-the-line Design.

However, from launch, there will only be two models available with the mid-spec Comfort coming later in the year.

Prices for the UK have not been officially revealed yet, but it’s estimated that the range will start from around £33,000 and rise to £39,000.

The base level Boost comes very well equipped with LED headlights, four driving modes such as Normal, Eco, Sport and Snow, a panoramic sunroof, an electric tailgate, a 12.3-inch TFT screen, a 15.6-inch electrically rotatable touchscreen and an Infinity 10 speaker sound system.

The Design trim features extra driving modes such as Sand and Muddy and has the added benefit of four-wheel-drive.

Verdict

The Seal U is a good effort from BYD in an attempt to bring a car to a very competitive sector of the market.

It has a good-looking exterior, a very comfortable ride and if prices go by our estimates, represents great value for money, too.

It may not be the most engaging car to drive and won’t have the prestige or pedigree from the likes of Volkswagen, Mercedes or Audi but the Seal U is a sensible choice for those looking for a comfortable and well-equipped plug-in hybrid SUV.

Facts at a glance

Model as tested: BYD Seal U Design

Price as tested: £38,995 (EST)

Engine: 1.5-litre petrol hybrid with electric motors

Power: 319bhp

Torque: 550Nm

Max speed: 112mph

0-60mph: 5.7 seconds

MPG: 31.8mpg

Emissions: 26g/km

Range:49 miles

By Cameron Richards

The N versions of i20 and i30 are no more – long live the performance electric era of Hyundai. Cameron Richards has driven the first electric N car.

What is it?

We are entering new territories for the petrolhead. Combustion engines are being pushed to the background and for many drivers, this means that cars are moving away from true ‘enthusiast’ ways of getting around.

However, to Hyundai, it’s a golden opportunity to reveal a performance car that fits in well with a whole new generation of car lovers – that being the Ioniq 5 N.

The Ioniq 5 N is the ‘hot’ version of its standard electric hatchback but incorporates a variety of go-faster touches to make it more involving, more exciting and more engine-like than ever.

Many hot EVs are entering the market such as the Abarth 500e, Volkswagen ID.3 GTX and the MG4 XPower, so can the Ioniq 5 N do enough to come out on top?

What’s new?

Hyundai’s ‘N’ performance arm has always focused on making its cars as useable and exciting as possible, so it’s much the same story here – though some firsts going on.

Not only is it the first electric Hyundai N car, but it features several driving modes to help when being used on a track. There’s a launch control function and bigger front brakes to cope with harsh track use while an N Active Sound system and N e-Shift essentially recreate the sound and feel of a traditional gearbox that you’d expect to find in a petrol-powered hot-hatch. It’s all there to make the 5 N feel as involving to drive as possible.

What’s under the bonnet?

You’ll find a larger battery pack underneath the 5 N compared with the standard Ioniq – up to 84kWh over the regular model’s 78kWh pack. However, a larger battery doesn’t mean that it comes with a longer range, with a claimed 278 miles compared to 298 for the standard car.

Courtesy of two electric motors the Ioniq 5 N produces an impressive 609bhp, while one press of the NGB button on the steering wheel unlocks a full 641 bhp for a 10-second period.

This means that 0-60mph can be dealt with in 3.5 seconds (or 3.4 with the NGB button engaged) while the N’s top speed stands at 162mph. All Ioniq 5 N’s come with four-wheel-drive as standard.

What’s it like to drive?

It may only be the third electric car I’ve ever driven, but I love this! 👌 pic.twitter.com/Ab7HQzdDVW

— Cameron Richards (@CamRichards13) May 10, 2024

Slot in behind the wheel of the Ioniq 5 N and even from the first press of the starter button, it’s easy to tell that this is like no other electric car. Even though the simulated internal combustion engine noises that are pumped through the speakers may be fake, they still add to the fun factor when you drive it – they’re quite realistic, too.

Sharp and nimble steering combines with the Ioniq 5 N’s flat cornering characteristics well and even though it’s a heavy car weighing over two tonnes, it doesn’t feel like a tank to drive. The acceleration is seemingly unending while the ‘gearshifts’ really do work – you can even ‘hit’ the rev limiter if you leave it in a certain gear.

You can customise the suspension and steering with Normal, Sport and Sport+ with the ride comfort still adequate in Normal and Sport, however its most fierce setting made the N very sharp over bumps – the steering gets quicker in Sport and Sport+ mode and you can even change the noise of the fake exhaust, too.

On the negative side, the Ioniq 5 has always been a large car and the N still suffers from the same problem, especially with its larger body kit. Feeding through narrow gaps in town and traffic is still a chore as the car is quite wide and it doesn’t inspire confidence.

How does it look?

When the standard car was launched, it had a very daring and unique look to it – which is good or bad, depending on how you look at it.

The N version carries on that eye-catching style by featuring Hyundai’s flagship Performance blue paintwork, flared wheel arches, side skirts, front bumper lip and large rear boot spoiler.

There’s a lot of carbon and gloss black trim around the front bumper and on the rear diffuser and bumper while 21-inch alloys and red accents surrounding the lower part of the car around the front lips and side skirts help complete the traditional ‘N’ look.

What’s it like inside?

Inside the Ioniq 5 N is a little different compared to the standard car with a sporty steering wheel with controls for your different drive modes, there are also N sports bucket seats which do a superb job of keeping you in place around the corners and there are aluminium pedals and blue stitching throughout the interior.

The cabin itself was very spacious and had lots of cubby holes and cup holders – we liked the decent-sized glovebox which adds to the car’s practicality. In the back, there is loads of head and legroom and the doors open very wide for easy access.

Boot space was a decent size at 480 litres with the seats up and extended to 1,540 litres with them folded down.

The only negative was that the interior quality wasn’t as good as other Hyundai products with a lot of hard plastics used throughout – which is disappointing on a car at this price point.

What’s the spec like?

There is only one specification and it comes with a load of goodies including the N Bucket seats and sporty steering wheel, 21-inch forged alloy wheels, digital key, rear electronic slip differential, Bose sound system and a 12.3-inch touchscreen.

Prices for the N start at £65,000 and rise to £66,250 depending on any accessories you may wish to add such as piano black or silver side trims and C pillar decals.

Compared to other performance EVs, the Hyundai is rather expensive compared to £47,000 for the Volkswagen ID.3 GTX and £36,000 for the MG4 XPower – making the South Korean almost double the price.

Verdict

Hyundai has proved that just because a car is electric, doesn’t mean it’s just a tool for getting around.

The Ioniq 5 N is a car tailored to driving enthusiasts and petrolheads from a new era of motoring and in many ways it makes this a groundbreaking car.

The driving experience and overall feel of the car are unique and even though it’s expensive at £65,000 it doesn’t stop the N from being the car that could break the ice between EV sceptics and full-blown car enthusiasts.

Facts at a glance

Model as tested: Hyundai Ioniq 5 N

Price as tested: £65,000

Engine: Electric motors

Power: 641bhp

Torque: 740Nm

0-60mph: 3.5 seconds

Top speed: 161mph

MPG: NA

CO2 emissions: NA

Range: 278 miles

Maximum charging speed: 350kW

By Cameron Richards

Electric SUVs are the new norm in today’s car world, so does the e-3008 break the ice or will it blend in with the rest? Cameron Richards has driven it.

What is it?

The Peugeot 3008 came onto our roads in 2009 and since then it has gone through a number of changes. Firstly, the original car had an MPV-style design with a split tailgate, while the second-generation car arrived as an out-and-out SUV when launched in 2016.For the third-generation 3008, Peugeot has decided upon a new ‘fastback’ style while introducing the electric model that we’re looking at today – the e-3008.

It will be competing in the ever-expanding electric crossover segment and go up against accomplished rivals like the Kia EV6 and Renault Scenic E-Tech. We’ve been driving it on home soil to see how it gets on.

What’s new?

The e-3008 sits on Stellantis’s STLA Medium Architecture – which was designed for electric vehicles first then was adopted by internal-combustion models.The design is new with a lot of wild creases and cuts, while the traditional ‘Lion Claw’ Peugeot front LED daytime running lights still give it the distinctive look that made the previous 3008 such a stand-out model while tying it to other models in the French firm’s range which use the same lighting.

What’s under the bonnet?

From launch, the e-3008 will be available with just one powertrain. It uses a a single electric motor that produces 207bhp while the 73kWh battery pack that it’s linked to should be good for 326 miles on a single charge.Later down the line, there will be a Long Range option that will produce 227bhp and receive a bigger battery pack of 98kWh, resulting in a claimed range of up to 435 miles from a full top-up. Peugeot will also add a more performance-focused dual-motor version later on, bringing 316bhp, a 73kWh battery pack and four-wheel-drive.

What’s it like to drive?

Up in Worcester driving the new Peugeot E-3008 today. pic.twitter.com/enzbw1NnGV

— Cameron Richards (@CamRichards13) May 8, 2024

Sitting behind the now-familiar compact steering wheel that we’ve become used to in modern Peugeots, the e-3008 relays a sporty feel. Sure, this is no performance car, but with smooth power delivery and very little road and wind noise it’s a good package. Well-judged suspension means that body roll is pleasantly controlled during cornering, while a later drive in a GT-specification model on larger 20-inch wheels appeared to do little to upset the e-3008’s decent ride quality.

Naturally, at over 2.1 tonnes the e-3008 is no lightweight and it can’t shake this bulk when you’re going through the bends. The brake pedal feels relatively long and lacking in feel, too, while rear visibility is compromised due to the small rear window. There’s also a significant blindspot as a result of the thick rear C-pillars – though all cars get a reversing camera which does help rearward visibility when you’re moving at slower speeds.

How does it look?

In the last decade we’ve seen Peugeot take a bold and brave move with their design language, and it really has paid off. The new e-3008 follows that trend of a wild exterior with lots of sharp edges and angles while the rear is just as impressive with a large gloss black rear diffuser and taillights that sweep around the entire tailgate.The side profile also consists of gloss black lower side mouldings and the wheel arches are also painted in black, too. You’ll notice that the blacked out C-pillar give off a ‘floating’ roof look and the silver accents that run alongside the pillars is a nice touch.

Compared to its competition – perhaps with the exception of the Kia EV9 – the e-3008 really does have a unique and daring look.

What’s it like inside?

Peugeot has stepped up its game with its interiors, making cabins which manage to look both unique and futuristic – the new e-3008 being no exception in this regard.There is a 21-inch display that wraps around the driver, alongside body hugging seats with a large centre console that separates the driver and front passenger. Hop into the back and you’ll find plenty of legroom, though headroom is tight due to the sloping roof line.

Large front door bins and a big centre storage box located to the passenger side of the centre console makes the e-3008 practical inside, though it’s just a shame that the fuse box takes up a lot of glovebox space as it would really boost the e-3008’s overall storage offerings.

Boot space is larger than its rivals from Kia and Renault with a 588 litre capacity with the seats up or 1,663 litres with them folded down.

However, although the cabin looks great aesthetically, it can be a case of form over function with the touch sensitive buttons not being as intuitive to use as physical ones.

What’s the spec like?

In the UK, the e-3008 is available in two trim levels. Things kick off with Allure, which starts at £45,850 and comes as standard with a reversing camera and wireless smartphone charger, whereas the GT, priced at £49,650, adds 20-inch alloy wheels, heated front seats and pixel matrix LED headlights.

Verdict

Peugeot has really moved things forward with the new e-3008. Its wild exterior and interior design makes it one of a kind while still giving an upmarket feel and comfortable driving experience.

Its impressive electric range of 326 miles and 422 miles for the upcoming Longe Range model gives it an advantage over its competitors when it comes to range anxiety and though it may not be the most exciting drive and its £45,000 starting price may be a bit steep, this new SUV will still go down well with those looking for an attractive and well equipped electric crossover.

Facts a glance

Model as tested: Peugeot e-3008 Allure 73kWh

Price as tested: £48,000

Engine: 73kWh single electric motor

Power: 210bhp

Torque: 345Nm

0-60mph: 8.6 seconds

Top speed: 105mph

MPG: NA

CO2 emissions: NA

By Cameron Richards

The UX 250h has been around since 2018 and now Lexus has decided to update it with a bigger power unit. Cameron Richards has driven it.

What is it?

The UX is one of the Lexus’ smallest models in its vehicle line-up and since the original car’s launch six years ago, it has become a common sight on our roads.

Now for 2024, Lexus has decided to discontinue the old UX 250h, replacing it with a more powerful and cleaner UX 300h which will sit alongside the UX 300e – the firm’s first and only electric model.

What’s new?

Primarily, the UX 300h looks virtually identical to the outgoing 250 model, with the bulk of the changes going on under the skin. There is also an improved E four model that brings all-wheel-drive alongside a motor generator that produces an extra 40bhp and 84Nm of torque. It also serves as a motor for the regenerative braking to help charge the battery and boost its efficiency.

A new 12.3-inch digital driver’s display, which is available on higher specifications can be fully customisable from the type of information displayed and its appearance, too, while new exterior paint finishes such as Sonic Copper and thereto make the UX stand out even further.

What’s under the bonnet?

The UX 300h features a 2.0-litre four-cylinder petrol engine that is joined with a lithium-ion battery that now produces 196bhp and does 0-60mph in 7.9 seconds or 7.7 seconds with the all-wheel-drive E four motor. Fuel economy for the former combined is 54.3 mpg, while the latter does a claimed 49.5 mpg.

CO2 emissions are low at 117g/km for the standard car, while the all-wheel-drive model produces 126g/km.

What’s it like to drive?

Out driving the @LexusUK UX 300h today. Looks great in Azure blue! pic.twitter.com/AQrIBgOIdi

— Cameron Richards (@CamRichards13) May 17, 2024

When you drive the UX 300h it’s a typical Lexus, in the fact that it’s effortless to drive, while being smooth, quiet and comfortable. The handling is good with the car feeling planted around the corners, and the steering is nicely weighted too.

Our test car also managed an impressive 58.3mpg on a mixture of A roads and dual carriageways. Driving in EV mode makes the whole experience even more relaxing; speeds lower than 30mph can allow the car to purely run in electric mode to help boost economy and reduce emissions.

Sport mode makes the acceleration sharper and the steering slightly heavier, but it appears that Normal mode was the best blend of the two.

We also had a quick drive in the all-wheel-drive model, but struggled to notice any difference in the way the UX300h drove. That model also came with Sport+ and Custom driving modes, but again, Normal mode still gave the best of both worlds when it came to driving enjoyment and comfort.

However, when you put your foot down, the groan from the CVT gearbox is quite noisy and rear visibility is on the small side due to its sloping rear window. Furthermore, general visibility is not great due to all the thick pillars obscuring your view when reversing or pulling out at junctions.

What’s it like inside?

Lexus has always been a byword for quality and durability and the UX 300h is a lovely thing to sit in. The cabin materials are of high quality and the design of the dash, although simple, everything was logically laid out and you still have physical buttons on the steering wheel and for your climate control.

There are large door bins that can fit generously sized bottles of water, a big centre console compartment and decent-sized glove box.

The space in the back is good with an ample amount of headroom, and decent legroom, however, boot space is fairly small measuring at just 320 litres with the seats up and 1,231 litres with them down. In comparison, rivals from Germany such as the BMW X1 have 540 litres with all seats in place and extend to 1,600 litres with them folded flat.

What’s the spec like?

In terms of value for money, Lexus has always been on the generous side with standard equipment and the UX 300h does follow down that path.

The base model Urban starts from £34,895 and features 17-inch alloy wheels, a reversing camera and an eight-inch touchscreen. The Premium starts from £36,895 and offers heated front seats and steering wheel and keyless entry and start.

Our test car was the predicted best-seller, the F Sport Design, starting from £37,495 and gaining a striking F Sport exterior and interior detailing and rear privacy glass.

The F Sport Design Tech, starting from £39,395, boasts a power tailgate and the digital 12.3-inch driver’s display.

There are several trim levels to choose from in total, but flagship F Sport Takumi comes in at £50,995 and adds LED headlights with adaptive beams, head-up display and a sunroof. At this price point, the UX starts to feel quite expensive.

For an extra £1,300, the Premium Plus, F Sport, Takumi and F Sport Takumi models are available with all-wheel-drive.

Verdict

The improved UX from Lexus has made this small crossover an even more tempting proposition. It’s got more power while maintaining an engaging drive and offering the chance of great fuel savings.

Rivals from Europe are still more practical in areas, but they don’t hold the same quality or durability as the Lexus and with plenty of trim levels to choose from, there is no shortage of options when it comes to specifications.

The UX 300h should certainly be on your shopping list if you’re looking for a compact crossover that delivers impressive driving credentials with low running costs.

Facts at a glance

Model as tested: Lexus UX 300h F Sport Design

Price as tested: £37,495

Engine: 2.0-litre petrol hybrid

Power: 196bhp

Top speed: 110mph

Torque: 190Nm

0-60mph: 7.9 seconds

MPG: 58.3 

CO2 emissions: 117g/km

By Cameron Richards

What is it?

Think of Triumph and you’ll probably imagine some large-engined monster charging through the streets or heading into an off-road adventure. However, bigger engines aren’t always the easiest to get along with – particularly for new riders – and they cost more to insure, repair and fuel. That’s where this motorcycle comes in – the new Scrambler 400X.

It draws its design cues from Triumph’s Scrambler range but instead of a 900 or 1,200cc engine, it adopts a far smaller single-cylinder petrol which should, in theory, make it a cheaper-to-run option than the rest of this British firm’s range. We’ve been out on the 400X to see what it’s like.

What’s new?

Naturally, the bulk of what this motorcycle is about is that engine. However, it’s still got the same ‘Modern Classic’ feel that you’ll find in some of Triumph’s other models while it aims to still bring the excellent attention to detail that you’d expect from this brand. At £5,595, it also represents a considerable saving over other Scramblers, but does put it directly in the focus of other single-cylinder bikes which have risen to popularity in recent years, namely those from Royal Enfield.

It’s also worth noting that while we’re looking at the Scrambler 400X, which has a more off-road focus, there is also a road-going version called the Speed 400. It’s a naming structure which reflects what we’ve come to know from the rest of Triumph’s line-up of motorcycles. At £4,495, the Speed 400 is slightly cheaper than this Scrambler version, too.

What’s it powered by?

At the core of the Scrambler 400X is a liquid-cooled, four-valve single-cylinder engine. At 398cc it’s definitely not the largest engine out there, but it still produces a decent 39.5bhp and 37.5Nm of torque, powered through a six-speed gearbox. An added benefit of this small engine is an impressively low weight overall – the whole bike, inclusive of fluids, comes in at just 179kg. Triumph also claims that you should get up to 80.7mpg combined, so trips to the petrol station should be few and far between.

It’s also got a few tweaks and changes over the standard Speed 400. It’s got more suspension travel, for one, while a longer wheelbase and a 19-inch front wheel aim to make this Scrambler as agile off-road as can be. You’ll find Metzeler Karoo tyres, too, which are dual-purpose rubber so while they do look quite chunky, they’ll still perform well enough when you’re on tarmac too.

What’s it like to ride?

From a distance, you could be fooled into thinking that the Scrambler 400X was one of Triumph’s larger-engined models. However, once you’re sitting on the bike you’re met with a very approachable seat height. This rider is just under six feet and it was easy to get both feet down when you’re parked. Set off and the side exhaust provides a characterful and rasping soundtrack, which ends up sounding a little like Scramblers of old.

The relatively short gearing means that at slower speeds the Scrambler 400X feels urgent and keen to get up to speed, though a downside of this setup is that it does struggle at motorway paces, where it starts to feel a bit vibration-heavy. It’s definitely more of a country-lanes blaster than a true long-distance cruiser, that’s for sure. The gearshift also feels every-so-slightly less precise than in Triumph’s larger-engined models.

How does it look?

Triumph has thrown all of its styling prowess at the Scrambler 400X and we’d say that the endeavour has been successful. The gold suspension elements, painted black frame and contrast brown seat all look superb when combined, while the classic green shade applied to our test bike really leant into the old-school aesthetic. There are two other colours to choose from, however, with both red and black setups there if you fancy a slight change to the green.

There’s plenty of scope for customisation with Triumph’s range of accessories, too, including LED bullet indicators, a quilted seat and even a full range of luggage. A windscreen can also help to take some of the edge away from the wind blast, too, which is something that does affect the rider when you’re on the Scrambler 400X at higher speeds.

What’s the spec like?

Overall, the Scrambler 400X is about on the money for the market. The Husqvarna Svartpilen 701, for example, is priced from £7,999, while the KTM Duke 390 arrives at £5,699. Even Royal Enfield’s Scram 411 tips the scales at £4,894. Compared with those three bikes the Triumph does display great attention to detail, with lots of the great styling features that have come to define Triumph motorcycles.

It’s good to have the Speed 400 as a lower-cost option, too, if you’re still after that single-cylinder Triumph experience but want something that’ll come in at a more budget-friendly price. Triumph’s range of accessories isn’t too expensive, either, with the comfort-boosting screen, for example, coming in at a very acceptable £68 alongside a £38 fitting kit.

Verdict

It could’ve been quite easy for Triumph to lose its way in trying to filter down some of the charisma of its larger-engined bikes into a smaller, lighter model. However, the Scrambler 400X feels like a true Triumph, with the same excellent build quality and attention to detail that you’d want from this manufacturer.

While this definitely isn’t the bike for long-distance cruising, the Scrambler 400X’s user-friendly nature and buzzy, exciting engine make this into a motorcycle that’ll make those shorter blasts a real hoot.

The new CLE53 now has a smaller engine – but does that mean it’s now just a fast Mercedes rather than an AMG model? Cameron Richards finds out.

What is it?

The CLE53 AMG Coupe is the flagship model in the CLE line-up. It’s competing directly with German performance coupes such as the BMW M440i and Audi S5. Previous AMG models had a very visceral feeling to them with their raw exhaust tone, stiff ride and swollen wheel arches – and this new model, on the surface, continues that trend.

The CLE53 is the car which comes underneath the upcoming CLE63, but as we’ve come to expect from anything with an AMG badge, we’re sure that this cooker model has still been designed to offer a decent level of performance. 

What’s new?

The CLE53 has a 3.0-litre engine and mild-hybrid technology and comes with a fully variable four-wheel-drive system, adaptive suspension, and a torque converter transmission alongside a ride height which is 58mm lower at the front and 75mm lower at the rear compared with the standard CLE. 

The design with a more curvaceous, wider stance and more bulbous front end than the previous generation of C Class Coupe. 

The interior is new, with fewer buttons and a large infotainment display where the driver can check out key information for the car. Driving modes, the satellite navigation system, heater and ventilation controls and Bluetooth are all used within the touchscreen.

What’s under the bonnet?

Under that snarling bonnet is a 3.0-litre six-cylinder turbocharged engine that produces 455bhp and can achieve a 0-60mph of 3.8 seconds. It gives out 560Nm of torque or when on overboost it boasts 600Nm – and has an electronically limited top speed of 155mph.

While AMG may be best known for its snarling V8s, Mercedes’ commitment to a greener future means that the new CLE has a smaller turbocharged engine with mild-hybrid technology. The car cuts into electric mode when coasting at slower speeds, too.

What’s it like to drive?

Also got to take the CLE53 AMG Coupe out, too. pic.twitter.com/NFmvO7vmEJ

— Cameron Richards (@CamRichards13) April 17, 2024

When you get behind the wheel, you know that the CLE53 means business. The optional body-hugging sports seats and fat flat-bottomed steering wheel give you an indication that it’s a car with sporting intent.  Initially, you notice how quiet the new car is at slow speeds, with driving around town a breeze thanks to light steering and a sedate exhaust note. 

Our test car had the AMG Dynamic Plus Package which included different driving modes such as Individual, Comfort, Sport, Sport+ and Race.

Put it into Race mode and the CLE becomes a different animal as the throttle response sharpens up, the suspension gets noticeably firmer and the exhaust valve opens up. However, we found the best blend of excitement and comfort was in Sport+ mode as everything felt just right. The throttle had a good response, the ride wasn’t too firm and the power was there as and when you need it. 

When pushed, the CLE53 corners flat and level and it changes direction very quickly, it’s just a shame that the steering still lacks communication between the driver and the front wheels. There is also a fake exhaust crackle which sounds cheap and the A pillars are quite thick which creates a big blind spot when pulling out of junctions.

How does it look?

Coupes are all about looks, and the CLE is no exception. Compared to its competitors, the CLE looks the most complete with its flared wheel arches, quad exhausts, rear diffuser and bonnet scoops making the whole car look purposeful and fast even when it’s standing still. 

With the optional Graphite grey Magno paint finish, ‘our’ test car stood out from all angles. But one part that looked particularly aggressive was the rear end while a wide and bulbous stance made the car look planted.

What’s it like inside?

AMG products have always had driver-focused interiors and the CLE53 is no different. It’s awash with leather and Alcantara, and our test car had carbon fibre dash inserts which made the cabin feel even more special.

The steering wheel is pleasantly finished but other than that, it’s typical CLE with soft-touch plastics, piano black trim and silver inserts scattered all over.

Hop into the rear and there is sufficient leg and headroom for a coupe, plus the boot space is generous at 420 litres of space – but lags behind its rivals with the M440i having 440 litres and the S5 with 465 litres.

What’s the spec like?

Here in the UK, we are getting two versions of the CLE53 and that is the AMG Premium and AMG Night Edition Premium Plus.

Our test car – priced at and came in at £78,825 – was the equivalent of the Night Edition AMG Premium Plus and came with 20-inch AMG alloy wheels, Graphite grey Magno paint and an Alcantara and leather sports steering wheel.

The optional £7,500 Pro Performance Package gives you red brake calipers, electrically adjustable Alcantara and leather AMG performance seats and our test car also had the AMG Dynamic Plus Package with its various driving modes.

Verdict

In a world of EVs, it’s a breath of fresh air to drive something as exciting as the CLE53 AMG Coupe.

Though the ride can be a touch too firm in Race Mode, in Comfort it brings the quiet, refined and sophisticated nature that we’d expect from an AMG.

The handling is still a little on the vague side and the exhaust noise isn’t as raw as some of the firm’s older V8s, but the power delivery is still smooth and it does have usable back seats and a decent-sized boot.

The CLE53 AMG Coupe is a great car for those seeking driving thrills, and though the somewhat monotone engine note and sluggish paddle shifts mean it is not quite as engaging as it could be, it’s still a great all-rounder.

 

Facts at a glance

 

Model as tested: Mercedes CLE53 AMG Night Edition Premium Plus

 

Price as tested: £78,825 

 

Engine: 3.0-litre six-cylinder inline turbocharged 

 

Power: 455bhp

 

Torque: 560 to 600 Nm

 

Max speed: 155mph (limited)

 

0-60mph: 3.8 seconds

 

MPG: 24.2 mpg

 

Emissions: 220g/km

 

By Cameron Richards