Category: Reviews

With a choice of two and four-wheel-drive versions, the Nissan Qashqai has consistently been in the top 10 best-sellers list. Cameron Richards has driven the latest version.

What is it?

Compact crossovers are a pillar of the British driving community. They’ve flooded the market over recent years and put a significant dent in the popularity of the family saloon, estate and MPV.

Nissan’s Qashqai was seen as the trendsetter for the compact crossover market when it was released back in 2007 and since then, it’s gone on to be a sales success here in the UK.

However, fast forward nearly two decades and the Qashqai has grown in size, has updated technology and comes with a choice of mild and full hybrid powertrains. But, now the Japanese firm has given its bread and butter model a hefty facelift to keep it looking fresh, but is it enough to take it to the top of the class? We’ve been finding out.

What’s new?

Some cars use facelifts to subtly change their mechanicals and exterior designs, but the changes made to this new Qashqai are noticeable from any angle.

At the front, there is a new nose with a bold radiator grille along with clear tail lights, updated alloy wheel designs and a new trim level called N-Design.

Inside, there is a larger 12.3-inch touchscreen display that uses Google Built-in and includes wireless smartphone systems such as Apple CarPlay and Android Auto, while equipment levels have been given a significant overhaul and also improved.

What’s under the bonnet?

The Qashqai comes equipped with a choice of two engines. There is a 1.3-litre four-cylinder turbocharged petrol engine with mild-hybrid technology – which is also available with either two or four-wheel-drive. The total power output stands at 118bhp and 270Nm of torque.

We’re driving the 1.5-litre four-cylinder petrol hybrid, which the firm badges ‘e-Power’. Only available with front-wheel-drive, the car has greater power figures with 192bhp and 330Nm of torque. Meanwhile, 0-60mph takes 7.7 seconds and the car will go to a top speed of 105mph. 

What’s it like to drive?

Pleasant is the word that springs to mind when behind the wheel of the Qashqai. It may not be the most dynamic drive, but the Qashqai does comfort very well with the e-Power hybrid model being very quiet around town. Our test car had the larger 20-inch wheels, but that didn’t affect the ride at all, plus the multi-link suspension also helps here.

However, on faster roads and on the motorway, there is a fair bit of wind and road noise, which is a shame. Plus, as mentioned, the Qashqai isn’t as engaging as some other cars in this sector such as the Honda ZR-V and Hyundai Tucson. The steering feels vague and a bit slow to react. 

However, where the Nissan does score well is with its e-Pedal mode where its regenerative braking means that around town you can effectively drive just using the accelerator with the car braking to recharge the battery. Fuel economy isn’t bad either with our test car averaging 49.1 mpg – but not quite the claimed 54mpg that the manufacturer says.

Visibility is also excellent thanks to the thin A-pillars and rear quarter lights, plus our car’s 360-degree surround camera with monitors also makes parking a lot less of a chore. 

How does it look?

The Qashqai still remains a tall vehicle, however over the years it has gained a few more curves to make it look more appealing and this latest facelift is by far the best-looking version yet.

The two-tone paint scheme, large 20-inch alloys and gloss black lower body cladding make it stand out while the new front grille is very bold and fits in well with Nissan’s latest design language.

What’s it like inside?

Inside, there is a new 12.3-inch touchscreen display that now incorporates Alexa and Google Built-in. There is also wireless Apple CarPlay and Android Auto and our test car comes with a choice of 64 different colours for its ambient lighting.

The cabin materials are of high quality and the Tekna+ model has the standard quilted leather and Alcantara door card inlays, while this material is also used on the side bolsters of the seats, on the dashboard and centre console – giving the cabin a more premium feel.

It’s great to see a manufacturer still using chunky physical buttons for its climate controls and there is a nifty shortcut button located on the steering wheel for your driver assistance settings, too.

The only gripe is the materials used lower down feel cheap and the glovebox is rather small – however decent door bins and a generous centre console cubby under the armrest make up for this shortfall.

Space in the back is good and thanks to the rear doors opening to nearly 90 degrees it makes getting into the rear seats a doddle. Once you’re in the back, knee and leg room is good, but it would be nice to be able to slide your feet underneath the front seats, and headroom would be better without the glass panoramic roof – but average-sized adults should have no problem in getting comfortable. 

Boot space is the same as in the pre-facelift car, which is 504 litres with the seats up or that nearly triples to 1,504 litres with them pushed down. It’s smaller than a Hyundai Tucson or Kia Sportage, however. That said, the rear bench folds flat and there are two adjustable boot floors to help stop items moving about in the back.

What’s the spec like?

The revised Qashqai range isn’t short of choice, with a selection of five different trim levels consisting of Acenta Premium, N-Connecta, N-Design, Tekna and Tekna+.

The entry level model starts at £30,135 and includes features such as rear parking sensors, a rear view camera, a 12.3-inch infotainment screen and wireless Apple CarPlay and Android Auto.

Our test car is the top-of-the-line Tekna+ trim which starts at £38,875 but boasts equipment such as a Bose premium audio system, multi-link suspension, massaging front seats and quilted leather upholstery. However, the car we’re driving with a few options comes in at over £43,000 which makes this family-focused Nissan rather expensive.

Verdict

 

It’s easy to see why the Nissan Qashqai has become a firm favourite with British car buyers. It looks good, has a great interior layout, is well-equipped and features frugal powertrains that make it cheap to run.

It may not be the most exciting car to drive or to live with, but with such a competitive market, the Qashqai does everything very well and comes in a very sensible and complete package.

Facts at a glance

 

• Model as tested: Nissan Qashqai Tekna+ e-Power
• Price as tested: £43,725
• Engine: 1.5-litre petrol hybrid
• Power: 192bhp
• Torque: 330Nm
• Top speed: 105mph
• 0-60mph: 7.7 seconds
• MPG: 49.1mpg
• CO2 emissions: 119g/km

By Cameron Richards

 

What is it?

The world of SUVs is rich and varied. Responding to customer demand for a high-riding model of every shape and size, manufacturers across the board have leant into the desire for SUVs by creating ones that fit into every little segment. This car – the T-Cross – provides an entry point to Volkswagen’s range of SUVs and gives an alternative to those who find the Polo a little too ordinary.

Because despite this car’s upright stance it is, in fact, the same basic vehicle underneath as the Polo hatchback. But should you choose this SUV instead? We’ve been finding out.

What’s new?

The T-Cross has actually been around for a little while now, but Volkswagen has seen fit to refresh it in order to keep interest in this pint-sized SUV maintained. We’ve got some of the ‘traditional’ upgrades that you’ll find applied to a car mid-way through its lifecycle, including redesigned LED headlights and Volkswagen’s powerful IQ.Light LED Matrix lamps can now be added for the first time to the T-Cross.

Inside, there’s a slightly tweaked interior with an updated infotainment system now taking a free-standing design, reflecting changes that we’ve seen applied to a variety of Volkswagen vehicles of late.

What’s under the bonnet?

As you might expect, the T-Cross get a range of engines that is focused on efficiency rather than outright power. They’re all turbocharged and petrol yet despite the SUV focus of the T-Cross, you can’t get it with four-wheel-drive. The one we’re testing here uses a 1.5-litre turbocharged petrol engine with a decent 148bhp and 250Nm of torque, driven through a DSG automatic gearbox to get the T-Cross from 0-60mph in 8.2 seconds and onwards to a 124mph top speed.

But though the performance of the T-Cross is more than adequate, it isn’t the primary focus of a car like this. No, efficiency is what this smaller Volkswagen is really aimed at, which is reflected in this car’s impressive combined consumption of 47.4mpg. Emissions, however, are slightly higher than with rival hybrid-driven rivals at 135g/km. The Lexus LBX, for example, emits just 103g/km in contrast.

What’s it like to drive?

Of course, you don’t get the full high-riding driving experience in the T-Cross that you might with other full-sized SUVs, but it gives a useful bump over a traditional hatchback. With its square proportions it’s easy to position when you’re parking too, while the light steering means that tighter spins and turns aren’t tricky either.

As with other Volkswagen-group vehicles the DSG gearbox in the T-Cross can be hesitant at times and it can be tricky to make a quick start without the car lurching forwards. However, you’re getting quite a composed driving experience overall, while the 1.5-litre engine under the bonnet affords the T-Cross with more than enough punch for most driving situations – it feels quite happy on a motorway cruise, for instance.

How does it look?

With its light refresh, the T-Cross is certainly looking sharper than before. It’s an altogether different approach to the standard Polo, but the upright proportions of this compact SUV play into the demand for chunkier cars that give the impression of an ability to go off-road – even if they’re primarily designed for life on the tarmac.

Our Style-grade car gets some upgraded 18-inch alloy wheels, too, while contrast silver roof rails do a good job of injecting a little life into the car’s styling. You’ve got a good selection of exterior colours to choose from, too, including a very eye-catching ‘Rubber Ducky Yellow’.

What’s it like inside?

The cabin of the T-Cross does a good job of taking the best bits from Volkswagen’s other vehicles and leaving some of the not-so good sections. The material quality is, largely, quite good – there are some scratchier plastics lower down – but the general layout of all of the major controls is good. It’s nice to have proper physical buttons on the steering wheel, too, as opposed to the haptic-style ones we’ve seen on other Volkswagen vehicles.

The boxy dimensions of the T-Cross give more headroom inside than you might think, while the rear seats can be slid forward and back depending on how much boot space you need. It stands at 384 litres with them pushed right to the rear of the car, or 455 litres with them pushed to the front – though the latter configuration will mean you won’t be able to take adult rear-seat passengers. In either way, that’s more space than you’ll get from a Polo.

What’s the spec like?

Prices for the T-Cross kick off at just over £24,000, which represents decent value considering you’re getting standard features such as 16-inch alloy wheels, LED headlights and a full suite of driver assistance systems. ‘Our’ Style-specification car sees that price creep up to £27,780, but it’s at this point that you start getting useful additions such as a full ‘Discover Navigation’ system which elevates the in-car experience and makes streaming media and connecting your phone far easier.

With its optional, larger wheels and a few other extras added, our test car came in at a hefty £32,840, the point at which the T-Cross starts to look a little out of its comfort zone price-wise.

Verdict

Given that it’s a practical, comfortable and well-specified compact SUV there’s no reason why the Volkswagen T-Cross couldn’t slot easily into a variety of roles. With its good-size boot and surprisingly spacious interior, it’s better suited at family life than you might think, yet its compact proportions mean it could be good for those who need a smart around-town ruanbout too.

You do need to go easy with the options to avoid the price of the T-Cross creeping up too far, but bear this in mind and the T-Cross could provide a very smart and frugal way of getting from A to B.

Facts at a glance

Model as tested: Volkswagen T-Cross Style
Price: £3
Engine: 1.5-litre turbocharged petrol
Power: 148bhp
Torque: 250Nm
Max speed: 124mph
0-60mph: 8.2 seconds
MPG: 47.4mpg
Emissions: 135g/km

The Juke may be the smallest member of the Nissan family, but this new addition makes up for its compact size with a larger-than-life paint job.

Well, at least you won’t have any trouble remembering where you parked it!

With those (vaguely) amusing words from a colleague, we welcomed a new addition to the fleet recently, in the shape of OE24DYN, a Nissan Juke with an Iconic Yellow paint job.

To be fair, my workmate was right. The car does stand out wherever it goes and despite her gentle jibe, I love its eye-catching appearance.

It’s one of many features that appeal to me after a couple of weeks behind the wheel.

The Nissan Juke is the smaller of two crossovers that shook up the automotive world when they were launched by Nissan quite a long time ago. First came Qashqai in 2007, and that’s a car that continues to be incredibly popular.

In 2010, the Juke arrived, a smaller offering that has been similarly successful for Nissan, and which has also undergone some changes recently designed to keep it ahead of the competition.

As well as the introduction of its striking yellow paint option, the Juke’s interior has been significantly revised and there have been big leaps forward in terms of the in-car technology on offer.

There have been some significant changes to its interior too, equipping it with a redesigned centre console and instrument panel, to make life more pleasant for those on board.

The cabin benefits from new materials, trim and an upgraded fit and finish. The car’s connectivity has been brought right up-to-date with a larger touchscreen and additional features.

The mid-life refresh also saw the introduction of an additional grade called N-Sport for a more dynamic look as well.

As I mentioned earlier, Nissan also reintroduced a yellow exterior colour option, following its popularity on the first-generation vehicle. A slightly paler shade than the original, the new yellow certainly delivers that desired ‘impactful’ look.

Our car is a Tekna+ trim-level model – and you certainly seem to get a lot for your money. I’m a big fan of anything that enhances the security and safety of anyone on board a particular car – and the Juke certainly delivers in this regard.

OE24DYN is equipped with cruise control and a speed limiter; intelligent emergency braking with cyclist and pedestrian recognition; lane departure warning with intelligent lane intervention; high beam assist; and driver attention alert. After all, it’s always good to be reminded when it’s time to stop for a cuppa!

In addition, there are front and rear parking sensors; Around View Monitor and Moving Object Detection systems; regenerative braking and front and rear parking sensors. Not a bad suite of bells and whistles to make sure every journey goes without a hitch.

All versions of the Juke are now equipped with an electric handbrake, ensuring maximum space between the front seats. On hybrid versions such as ours, the e-Pedal and EV mode buttons have been relocated for greater ease of use. Lovely stuff!

This newest member of the fleet hasn’t been pressed into service with anything too demanding just yet, but the car is proving extremely capable around town and makes light work of the dismal road services in my part of the world. Despite troubles with the Tarmac, the ride remains remarkably smooth and comfortable.

All in all, OE24DYN is settling in well and we’re looking forward to seeing how the car copes in the chilly months of autumn and winter ahead. And although our new Juke may be easy to spot in a car park, that doesn’t prevent me from losing the key from time to time!

Facts at a glance

• Model as tested: Nissan Juke HEV143 Tekna+
• Price as tested: (as tested): £31,115
• Engine: Hybrid 143
• Power: 69kW / 5,600rpm
• Torque: 148Nm / 3,600rpm
• Max speed: 103mph
• MPG: 58.8 (combined)
• 0-60mph: 9.9 seconds
• CO2 emissions: 109 g/km
• Mileage: 3,771

Premium model has been transformed into an electric-only model, but is it any good? Jack Evans finds out.

What is it?

The Macan has been transformative for Porsche. Things kicked off with the larger Cayenne, of course, but the mid-size Macan was the one to bring the Porsche SUV experience to an even wider audience. As a result, the pair dominate the Porsche best-selling list, routinely outperforming the firm’s range of sports cars.

But things are all about to change. Whereas the Porsche Macan has been on sale since 2014 with some form of combustion engine, it is leaping electric power only for this new generation. Will it still be the all-rounder it always has been? We’ve been finding out.

What’s new?

Aside from that electric powertrain, the Macan has changed in quite a few areas. It’s all underpinned by the same platform that you’ll find being used on the Audi Q6 e-tron but in typical Porsche fashion things have been given a sportier, more focused feel through a variety of chassis upgrades. Externally, the two are quite different with the Macan taking a dash of the appearance of its predecessor while integrating a host of new design touches.

Inside, it’s a more tech-heavy affair than before. In fact, you can now get the Macan with three screens – one in front of the driver, another in the middle and a further display ahead of the passenger – delivering a very media-rich experience for all those on board.

What’s under the bonnet?

The Macan is available in a variety of flavours, ranging from an entry-level version right the way up to the tip-top Turbo. However, we’re concentrating on the 4S here, which gets a dual-motor setup with 448bhp and 820Nm of torque. In fact, it’s the most powerful Macan you can get aside from that aforementioned Turbo model.

Thanks to that duo of motors, 0-60mph comes in just 3.9 seconds and the Macan will go onwards to a top speed of 149mph, too. But in terms of range, Porsche claims that you could squeeze up to 377 miles from the Macan’s 100kWh battery, while a maximum charging speed of 270kW means a 10 to 80 per cent charge could be conducted in around 21 minutes when you’re hooked up to a suitably rapid charger. Switch to the entry-level, single-motor Macan and while it’s not as brisk, the range does increase substantially to 392 miles.

What’s it like to drive?

There’s a lot that feels familiar about the Macan’s driving experience, despite its switch to battery power. The control weights have that reassuringly weighty feeling to them, with the steering being particularly good. There’s some excellent body control, too, and when pushed harder the 4S certainly doesn’t come unstuck. There’s some noticeable tyre noise when passing through brisker corners, however.

Visibility is decent, too, with the only drawback being the rather narrow rear window. All versions of the 4S come with Porsche’s Active Suspension Management system, too, and this allows you to tweak the firmness of the ride depending on the driving situation. For most of our test, the firmest setting made the Macan too brittle and uncomfortable – it’s at its best in more comfort-focused settings, that’s for sure. But it’s the Macan’s handling which puts it ahead of rivals and makes this into a genuinely capable car overall – and not just in the EV segment.

How does it look?

It’s a Macan, but not as you know it. Whereas the older model really did appear like a sized-down Cayenne, the new version is quite different. Sure, there are some tell-tale Porsche styling touches like the slim headlights – which appear very close in design to those on the latest Taycan – and the full-width lightbar at the rear, but it’s certainly not as traditionally designed as other cars within the brand’s range.

You can get the new Macan in a variety of striking exterior shades, too, with an elegant ‘Oak Green’ shade giving this new electric Porsche a pleasantly old-school feel despite its cutting-edge underpinnings.

What’s it like inside?

As we’ve touched upon, the Macan’s interior is dominated by screens. Fortunately, they all work well and have good levels of responsiveness with cleverly designed menus. However, it’s good that they’re backed up by some physical controls for elements such as the volume, which means changing certain aspects when on the move is much easier.

Rear-seat space isn’t too bad, either, while the 540-litre boot is well-sized and reasonably easy to access. Most importantly, it’s a big increase on the 488-litre luggage area that you would’ve found on the previous petrol and diesel-powered Macan, so this electric version certainly has the edge in terms of practicality. Plus, there’s an 84-litre ‘frunk’ which is ideal for cable storage when they’re not in use.

What’s the spec like?

Prices for the new Macan 4S start off from £77,650 – over the £67,200 you’ll pay for an entry-level model – with the largest inclusion on this model being the addition of a motor on the front axle for that all-wheel-drive capability and additional performance. If you’ve got no need for the extra traction, then the standard car still brings more than enough pace but saves a considerable amount.

However, you do get the aforementioned Porsche Active Suspension Management system as standard on the 4S, while all versions get the large central screen and driver-focused display. That passenger-facing screen, however, is an optional extra and quite a punchy one at £1,112. Like any Porsche, the Macan’s price can be quickly ramped up by delving into the extensive optional extras.

Verdict

The move to electric power is a big change for the Porsche Macan. Of course, for some drivers, its lack of a combustion engine may be a hurdle too large to overcome but for many motorists, this new battery-powered Macan’s great performance – which will come at far lower costs than before if you can use low-price home charging – will make it just as appealing as its predecessor. It’s also impressively agile and feels, more than anything, like a ‘proper’ Porsche from behind the wheel.

While the added performance of this 4S does give the Macan more excitement, we’d argue that the greater range of the single-motor variant – and its lower price – could make it a more appealing option for buyers.

Facts at a glance

• Model as tested: Porsche Macan 4S
• Price: £77,650
• Engine: Twin electric motors
• Power: 448bhp
• Torque: 820Nm
• Max speed: 149mph
• 0-60mph: 3.9 seconds
• MPG: NAmpg
• Emissions: 0g/km
• Range: 333-377 miles
• Maximum charge speed: 270kW

It’s been three months since we took delivery of our long-term Skoda Kamiq, but have we warmed to it as much as the Karoq? Cameron Richards finds out.

I can’t believe that I’m halfway through my time with the Skoda Kamiq and although it’s only been used sparingly throughout the last couple of months, I’ve still had time to really get to know it.

From the last report, the little Kamiq has been on a few more trips with an airport run in the mix – racking a fair few miles up. Meanwhile, local trips have been its main purpose regarding most of its outings. One of the journeys that I took it on, which showed me really where it was capable, was up to Heathrow a couple of weeks back. This was also where the Karoq shone in, too. Regardless of weather, traffic or road conditions, the Kamiq really is a quiet and comfortable car to travel in. Plus, the cruise control did come in handy on the M3’s 11-mile stretch of average-speed cameras.

In terms of fuel economy, I’ve been averaging around 45mpg on a long run which isn’t the best, but it’s far from the worst as well. Most of my journeys this month in the Kamiq have been in the pouring rain, but even though it’s not sunny, the glass panoramic roof does help let a lot more light into the cabin – even on a wet and windy day. The seats in our test car are also very comfortable and feel very supportive, and thankfully there is a decent amount of lumbar support. Furthermore, the Kamiq isn’t short of space with it easily fitting shopping bags and luggage in the boot as well and the built-in umbrella in the driver’s door has also come in handy in these damper Autumn months.

Unlike last month when the Apple Carplay decided it didn’t want to play ball, this time it has behaved and hasn’t crashed on me. I’ve come to the conclusion that Skoda’s Apple CarPlay system doesn’t like the car being switched off when the sat-nav is currently in use as the Kamiq and Karoq both did exactly the same thing when I was at the same petrol station one afternoon. But, luckily this time that hasn’t occurred and I’ve managed to get to my destinations in a calm and stress-free manner.

However, even though there have been no electrical gremlins or glitches, I’m still not sold on this 1.0-litre powertrain that our test car has. It just doesn’t have enough poke and even though it is turbocharged, you still feel that the car could do with another 30 or 50bhp. When overtaking, the DSG automatic gearbox is a little sluggish to respond and it also is a tad jerky when changing gear under acceleration. I’ve never been the biggest fan of three-cylinder engines, and I just feel the Kamiq would be better suited with either a manual gearbox or the bigger 1.5-litre TSi four-cylinder engine that was in our Karoq previously.

To drive, the Kamiq is very much like its bigger brother in that it focuses on comfort rather than driver engagement. The suspension is smooth and subtle and there isn’t much wind and road noise – but the steering is numb and there just doesn’t feel any communication between the wheel and the driver at all – which is a shame. Cars in this class like the Lexus LBX do drive better – but again I’m probably missing the point with this car and what it does do well is take people around with their belongings in comfort and safety.

I’ve still got three more months left with the Kamiq and coming up soon I’ve got a couple of trips where it will do a few more long-haul journeys. It’s not a car that I get excited about (what SUV does) but what I do enjoy about it is the ease of living with it and the fact that you know that its versatility and practical nature means if you need to carry passengers and their luggage, the Kamiq can take it all without complaint.

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: 45mpg
• CO2 emissions: 132g/km
• Mileage: 3,562 miles

By Cameron Richards

Our long-term Seat Ibiza is finally putting the little foibles to one side to become the dependable favourite it should be.

Good news for fans of bad trousers, pringle jumpers and freemasonry – this month, for the first time in my adult life, I played a round of golf.

Yes, that’s right, after years of mocking the game which famously ruins a good walk, I decided to give it a go and see what all the fuss is about. So, having learnt all the correct lingo, I promptly crammed a set of borrowed bats into the back of my Seat Ibiza and headed off to the local golf track with dreams of being the next Happy Gilmore floating around in my head.

Unfortunately, as it turned out, Happy was correct at the start of the film. Golf is a stupid game. It’s also really hard and I spent most of my afternoon slashing around bits of forest trying to locate the ball which I’d inevitably sprayed well away from where I was aiming.

However, the afternoon did at least give me my first (and probably last) opportunity to fulfil the road testers’ favourite cliche of reviewing a car’s boot space according to how well it can swallow up a set of golf clubs. In the Ibiza, the 355-litre boot was more than adequate for this beginner’s equipment, which lay down flat in the back with just enough space for another set to lay alongside. Getting them in there though was a little bit more of an issue. Due to the shape of the Ibiza’s boot opening, which bends a fair way inside the rear lights, the bag did require a fair bit of manoeuvring in order to squeeze in the gap. There also was no space for the clever trolley contraption that my playing partner had taken to push his equipment around, so that was consigned to the back seat.

Anyway, why am I dedicating so much time to this car review to tell you about my trip to play golf? Well, in honesty, it’s because life with the Ibiza has become rather boring in the last month. And while that may sound like a negative, I can assure you it is meant as very high praise indeed.

Let me explain. Last month, I wrote about the Ibiza’s moronic infotainment system which spent the majority of summer either ignoring what I asked of it or just shutting down completely. The month before that I complained about the endless bonging the car subjected me to on every journey. This month, for the first time since taking delivery of the Ibiza in July, I have no new complaints about living with it.

In my last report, I compared the car’s infotainment system to a disobedient four-year-old, never listening to basic commands. Well if that was the case then, now it has become a much more reliable middle-aged man. The kind who wears slippers and is called something dependable, like Martin or John. Looking back now, I would guess that the unreliability of the car’s computers was down to a touch of overheating in the hot summer sun, causing it to have an incredibly annoying funny spell – much like your mother on an all-inclusive trip to Benidorm. Now the weather has turned to its more familiar grey dreariness, the system has worked flawlessly. Yes, the car may be called the ‘Ibiza’ but I certainly wouldn’t recommend buying one if you’re planning on moving to the Balearic Island itself.

I’ve also got used to the bonging, which caused so much annoyance at first. Yes, it is less than ideal that all of the systems reset themselves whenever you switch the engine off but in practice setting the car to your own preferences just becomes part of your routine before beginning your journey.

With those issues put to one side, it’s given me the chance to enjoy the Ibiza for what it is, which is a genuinely fun little car to drive. Back to my trip to the golf course, and the journey involved driving down some fairly tight winding roads. After slipping the car into sport mode I noticed with some pleasure that my passenger – whose enormous ego just about squeezed into the Ibiza’s passenger seat after he won at golf – was not enjoying my ‘enthusiastic’ approach to driving. From my point of view, it was the most fun I’d had all day. The Ibiza stuck to the roads, zipped round corners and felt as responsive as I’ve come to expect over the last few months.

I’m now hoping that the teething troubles which hampered my early months with the Ibiza are a thing of the past and my biggest worry is what I’m going to write about next month if the car continues to deliver as it has done of late. Who knows, maybe I’ll hit another one of those road-test cliches. Trip to the tip anyone?

Facts at a glance

• Price as tested: £25,470
• Engine: 1.0 TSI
• Power: 115bhp
• Torque: 200Nm
• 0-60mph: 9.9 seconds
• Top speed: 123mph
• Fuel economy: 48.7-51.4mpg
• Emissions: 128g/km CO2
• Mileage: 1,830 miles

By Jack Williams

Vauxhall has added electric power to its range-topping Grandland, but what else has changed? Cameron Richards finds out.

What is it?

The original Grandland went on sale in 2018 and was one of the first Vauxhall models to be built after the firm’s inclusion within the wider Stellantis group.

The SUV market is positively soaring right now, so it only makes sense for the firm to introduce the next-generation car that focuses on space and efficiency.

Vauxhall, by the end of this year, will offer an electric and hybrid version of every model in its range – and this latest SUV completes the set.

What’s new?

As it’s a Stellantis product, it comes as no surprise that the new Grandland sits on the same STLA Medium platform as the Peugeot E-3008 and E-5008. But there are exterior and interior changes to differentiate the three with this large Vauxhall benefitting from the brand’s latest design language while more interior and luggage space comes included too.

Furthermore, there will be an additional electric drivetrain coming at a later date which should promise one of the best in-class for driving on a single charge.

What’s under the bonnet?

There will be a choice of electric and hybrid powertrains. From launch, the electric version comes fitted with a 73kWh battery pack and electric motor that produces 213bhp and will do a claimed 325 miles on a single charge – it’s the one we’re driving in this report. Later down the line, there will be a Long range 97kWh battery pack version that the Vauxhall claims can do up to 435 miles between trips to the plug. Both models are compatible with 160kW DC rapid charging taking 26 minutes to go from 0 to 80 per cent charged, too.

At the other end, there will be an efficient hybrid version that comes fitted with a 1.2-litre three-cylinder turbocharged engine mated to an electric motor that produces a total of 166bhp and 230Nm of torque. The power will be sent to a new six-speed dual-clutch transmission and acceleration stands at 0-60mph in 10 seconds.

What’s it like to drive?

Unfortunately, the driving experience is rather plain and is very similar to Peugeot’s E-3008 and E-5008. This is no surprise, given that all the cars use the firm’s STLA Medium platform, but the steering is vague and uncommunicative and the powertrain is rather sluggish and not very quick off the mark for an electric car. We also had a go with the hybrid version which comes with a 1.2-litre three-cylinder petrol engine that is mated to an electric motor and although the powertrain gives the car a little more character, it’s still not exactly the most scintillating drive – but that’s not what this car is about, though combustion-engined rivals such as the Hyundai Tucson and Ford Kuga drive a lot better.

However, despite its lack of driver engagement, what the Grandland does well is make driving around very effortless with a decent ride, despite our test car’s 20-inch alloy wheels, and it’s very quiet at speeds with lots of sound insulation. Furthermore, driving in town is surprisingly stress-free due to its excellent turning circle and visibility which is aided even further by the 360-degree monitor and rear-view camera.

How does it look?

Given that it’s a large car, the Grandland has similar proportions to its French cousins. It still maintains a tall back end and slab-sided stance, while at the front there is the firm’s illuminated logo and 3D vizor that runs the full width of the front giving a real presence when on the road.

Down the side profile, there are some hints of Peugeot with the hidden door weatherstrips and a two-tone paint scheme. Plus, the badges at the back now feature model-specific lettering as well.

Also, electric versions have extended wheel arches and larger 20-inch alloy wheels, which differentiates it from its more conventional hybrid model.

What’s it like inside?

The new Grandland has stepped up its game when it comes to interior quality and design. Our test car is the Ultimate trim, bringing a 16-inch infotainment touchscreen as standard as well as the firm’s new ‘Pixel Box’ – which is a transparent and illuminated compartment to store your mobile phone when it’s on charge.

There is also a nice array of soft-touch materials and cloth-effect areas which are found on the door cards and on the tops of the dashboard. The only letdown is the fake carbon fibre trim pieces above the glovebox which feel flimsy and very cheap.

Deep door bins and a variety of different centre console cup holders also make the cabin very practical, too. The seats are also rather supportive and very comfortable and our test car also gets a massage function as well.

Step in the back, and there is vast amounts of space for occupants – no matter how big or small. There is lots of knee, head and leg room and a decent shoulder area, too. Boot space is bigger than it was before with an extra 36 litres of space taking the cargo capacity to 550 litres with the seats in place, or that triples to 1,645 litres when the rear seats are folded down. Not as commodious as some of its rivals, but still more than capable of coping with a larger family’s needs.

What’s the spec like?

Simplicity is what Vauxhall wants for its customers and that’s why the new Grandland is available with just three trim levels – Design, GS and Ultimate.

Prices start at £34,700 for the Design hybrid which features equipment such as a 10-inch touchscreen with Apple CarPlay and Android Auto, LED headlights and tail lights and adaptive cruise control.

Move up the range and the Ultimate in electric guise – which is what we’re driving comes – and at £45,195 boasts extras such as a heated windscreen, a panoramic glass roof and a powered tailgate making it better value for money than its Stellantis counterparts.

Verdict

This new model of Vauxhall’s flagship SUV is a vast improvement over the outgoing car. Not only does it look better and have more gadgets, but it offers a hybrid or electric drivetrain, helping to keep those running costs down.

However, it’s still expensive with every electric model over £40,000 and the driving experience is rather bland. However, if you take into account its practical nature and stylish interior with its clever Pixel Box, the Grandland will still fit into a lot of families’ lives very well.

Facts at a glance

• Model as tested: Vauxhall Grandland Ultimate 73kWh
• Price as tested: £45,195
• Engine: 73kWh battery pack
• Power: 213bhp
• Torque: 345Nm
• 0-60mph: 8.8 seconds
• Top speed: 106mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 318 miles
• Charging speed: 160kW

By Cameron Richards

One of Britain’s best-selling cars has just been given a midlife makeover but is it even better than before? Cameron Richards finds out.

What is it?

The crossover segment is positively booming right now and Hyundai’s Tucson is one of the best-selling examples in the UK.

Underneath its skin, you’ll find the chassis and underpinning from the Kia Sportage, but the Hyundai comes with a much bolder exterior design.

Back in the day, the Tucson was an outdated and archaic feeling SUV that changed its name to the iX35 in 2010. But, in 2015, the name returned and has shown that the South Korean firm can make some of the best family cars on the market.

What’s new?

You’ll have to have a degree in design because hardly anything has changed with the exterior of this facelifted car aside from a slightly different front grille, new alloy wheel designs, redesigned front and rear bumpers as well as a new rear skid plate – but the rest has stayed the same.

It’s on the interior where the changes have been made with a new dashboard design, steering wheel and dual 12.3-inch screen.

There is also a new two-wheel-drive plug-in hybrid variant that offers buyers even more choice in the Tucson range, too.

What’s under the bonnet?

There’s no shortage of choice when it comes to buying a Hyundai Tucson because you can get it with petrol, hybrid and plug-in hybrid options.

We’re driving the two-wheel-drive hybrid that comes with a 1.6-litre turbocharged four-cylinder engine mated to an electric motor that gives out a total power output of 212bhp and 264Nm of torque. In terms of acceleration, 0-60mph is dispatched in eight seconds and the car goes on to a top speed of 116mph.

You can also get a four-wheel-drive model with this engine, and all electrified versions come with an automatic gearbox as standard. However, there is a manual option in the petrol models as well.

What’s it like to drive?

The Tucson is the sister car to the best-selling Kia Sportage and that’s not a bad recipe because to drive, this Hyundai is superb.

Considering it’s a large car, it goes around corners well with a lot of grip and input through the steering. There isn’t much in the way of body lean and the car feels very composed and stable everywhere it goes.

The ride is smooth and comfortable and does a great job of ironing out those larger imperfections and the cabin is well insulated from outside noise. Our test car is the hybrid version and although we’re seeing over 50mpg, it’s not quite the 56mpg the manufacturer claims – but still impressive for a car of this size. It’s also easy to see out of thanks to the large windows and it’s aided even further with a wide range of cameras to help you with parking.

What lets the Tucson down is its engine. When you put your foot down it sounds fairly strangled and unpleasant to the ear, which is a shame, because its overall refinement is excellent.

How does it look?

It’s always a subjective matter, but the looks of this current generation of Tucson may not be to everyone’s taste due to the extensive level of lines and curves which could be too much for some.

The angular door creases and large plastic wheel arch trims give the car a bold look, and the new front grille is very striking with the integrated LED daytime running lights. At the back, the Hyundai logo is integrated into the rear window and the rear taillights run the full width of the boot lid, as well as the side chrome tops of the window frames run all the way to the back of the C-pillars as well.

What’s it like inside?

The interior is a lovely place to sit, with lots of soft-touch materials while our test car’s glass panoramic sunroof floods the cabin with light. The infotainment screen is slick and easy to navigate, plus all the controls have a nice damping effect to them, giving a real sense of quality.

In terms of storage, there is a shelf on the dashboard which is lined with rubber to stop items rolling about, and there is a large centre storage bin under the armrest, as well as deep door pockets and cup holders as well. Plus, the gear selector on automatic versions is located on the steering column allowing for more space in the centre console.

In the back, there is plenty of space for smaller adults and children, however, headroom would be better without the panoramic glass roof, but it’s not terrible, to say the least. Our test car had plenty of features to keep occupants happy including a centre armrest with cupholders and even sun blinds, too.

Sadly our hybrid test car falls short of the standard car’s 620 litres boot and drops to 616 litres, but fold the rear seats down and that extends to 1,651 litres – and there are two large handles to help push them down from the luggage area too.

What’s the spec like?

The range kicks off at £35,590 for the entry-level model and all cars come with rear privacy glass, a rear-view camera, a 12.3-inch infotainment touchscreen and dual-zone climate control.

In terms of specification, there is plenty of choice for the buyer with Advance, Premium, N Line, N Line S and Ultimate grades there to pick between.

We’re driving the top-of-the-line Ultimate model which comes in at £40,640 and boasts a whole load of features including a powered tailgate, head-up display, LED matrix headlights and ventilated front seats.

Verdict

This facelift has improved the Tucson to take it to the very top of the SUV segment. Minor exterior and mechanical enhancements have stepped up the game with this very likeable and easy-to-live-with Hyundai.

The engines are efficient, it’s good to drive and there is plenty of standard equipment to keep any buyer happy. Plus, with the firm’s five-year or 100,000-mile warranty, the Tucson comes with reassurance and peace of mind, too.

Facts at a glance

• Model as tested: Hyundai Tucson 1.6T Ultimate Hybrid
• Price as tested: £41,340
• Engine: 1.6-litre turbocharged petrol hybrid
• Power: 212bhp
• Torque: 264Nm
• 0-60mph: 8 seconds
• Top speed: 116mph
• MPG: 50.3mpg
• CO2 Emissions: 133g/km

By Cameron Richards

What is it?

This little motorcycle will be pretty familiar to those in motoring circles. After making a splash with the 1960s original, the Honda Dax has been strangely absent from the motorcycle manufacturer’s line-up for decades – with just a brief spell on-sale for the Japanese market in the late 90s – but that has all changed with the introduction of a new version.

Officially called the ST125 Dax, this new compact Honda motorcycle gets all the design cues and cutesy dimensions of the classic but with upgraded engines and some neat modern touches which should help to make it even more appealing. But what else does it have to offer aside from those retro-inspired looks? We’ve been finding out.

What’s new?

So we’ve got a classic design, but where else is the Dax making its presence known? Simplicity was always the original’s strong suit, so that hasn’t changed; the new model gets a simple steel frame and teeny-tiny fuel tank, but there have been some tweaks with twin rear shocks and 12-inch wheels wrapped in chunky tyres. The hydraulic disc brakes get full a ABS system to help with assured braking, too.

You can get the Dax in a range of quirky colours as well and while it’s a very compact bike overall, there is space for two on the banana-style seat – though we reckon the performance wouldn’t be that great for riding two-up.

What’s it powered by?

Equally compact is the Dax’s 124cc air-cooled engine with just over 9bhp and 10.8Nm of torque it’s not what you’d call overburdened with power, but it’s enough to get the Dax up to 60mph so a higher-speed cruise isn’t out of the question. Naturally, with such a small engine and a lightweight construction, efficiency is impressive with Honda claiming up to 155mpg. Blended with a 3.8-litre fuel tank, it’s enough to give the Dax a theoretical range of up to 150 miles from a full fill-up.

It’s all linked to a clever four-speed gearbox with a centrifugal clutch. Essentially, this allows you to ride the bike almost like a single-speed; simply select a gear with the left-hand-side foot shifter when you’re at a stop and pull away. Then, as you’re moving away, the clutch operates automatically and lets you shift without the need for a clutch lever.

What’s it like to ride?

With its super-small proportions, the Dax is almost toy-like on first impressions. Climbing aboard is a breeze – you merely step over the bike to get on – but once you’re in place, the Dax is a lot more accommodating than you might expect. The handlebars are nice and upright and though small, your legs don’t feel too cramped up.

The 124cc might be small in capacity but it’s big in excitement. Of course, the whole bike feels best suited around town where its nimble handling and peppy engine allow you to easily scythe through traffic and navigate inner-city layouts with ease. On the open road, the Dax will settle to a cruise at 60mph – we managed the heady heights of 70mph during our time with the Dax, but with its small wheels it was here where it felt most out of place. Plus, while the Dax’s small size might be a plus-point around town, it leaves you feeling vulnerable on a motorway or dual carriageway.

How does it look?

For such a small bike, the Dax does a great job of making a big statement design-wise. Very few people walked past it without asking us about it during our time with the Dax, with most wondering if it really was a ‘new’ bike or a classic. It’s a testament to Honda’s successful recreation and from afar, this latest version really could be swapped out for the original.

It’s a little bike with lots of character, that’s for sure, helped no end by the variety of chrome parts which give it some sparkle. We liked the blue colour scheme of our test bike, though other shades look just as good.

What’s the spec like?

Look a little closer at the Dax and you’ll see a number of upgraded parts. The front and rear lights, for example, are LED units which provide a distinctly un-1960s-like amount of illumination. It’s the same story for the indicators, too, which are LED units as well. The main LCD display gets all of the key information that you need and is clear and easy to read, too.

There are plenty of accessories to help make the Dax a little more personal to you as well. You can get an extended carrier for the rear to help with carrying larger items, while heated grips could make the Dax a year-round riding option. However, as standard, the little Honda gets more than enough features and fittings.

Verdict

At £3,799 the Dax doesn’t command a super-high price tag, though you could argue that you’d be on a far larger-engined alternative from Royal Enfield for nearly the same price. However, if you’re in the market for a smartly-styled town motorcycle then the Dax’s looks will be hard to beat.

Sure, for a rider looking for a bike that’ll devour the miles and go truly off-road then the Dax won’t make sense, but for those after a motorcycle that won’t cost the earth and brings some real fun to the riding experience then this Honda could prove very appealing indeed.

One of Britain’s cheapest new cars on sale has just received an extensive facelift to keep the city car segment alive. Cameron Richards has driven it.

What is it?

The city car is dead, right? Not in Kia’s eyes – it still thinks the Picanto has some tricks up its sleeve to entice buyers away from crossovers and compact SUVs.

The little Kia has been around for two decades and in that time it has matured and grown to become one of the best cars in the compact car class.

Underneath its skin, you’ll find the same running gear as the Hyundai i10 and while both cars may have the same mechanicals, there are changes in their engine choices, equipment levels and styling. We’ve been driving the latest Picanto to see if this extensive facelift has kept it at the top of the A-segment class.

What’s new?

Believe it or not, but the current generation Picanto has been around since 2017 and this is its third facelift to keep it in-line with its shrinking competition.

Exterior shape has remained the same, but there is a more aggressive front end that takes styling cues from its big brother, the EV9 SUV, while at the back there is now a light bar and fresh rear tail lights as well as an updated rear bumper.

Inside, there’s not much that has changed from the old car, but that doesn’t matter as the Picanto focuses on big car toys for a smaller price tag.

What’s under the bonnet?

We’re driving the entry-level 1.0-litre three-cylinder naturally aspirated petrol engine that delivers 62bhp and has a top speed of 90mph. Acceleration isn’t scintillating at 15.4 seconds to go from 0-60mph – but you’re not going to be buying this car for outright performance.

There is also the choice of a more powerful 1.25-litre four-cylinder petrol unit that pushes out 77bhp and has a top speed of 98mph. This engine is better suited for more motorway use as it’s quieter, more refined and has greater acceleration for those overtaking manoeuvres.

What’s it like to drive?

There is something very satisfying driving something as basic and small as a Kia Picanto.

We’re driving the basic ‘2’ specification that comes with tiny 14-inch wheels which make the ride a lot smoother, but it’s still a bit bouncy over larger bumps. However, we can accept that given it’s a car at the cheaper end of the market.

In terms of handling, the Picanto has very light steering which also feels numb, but the car does seem to grip rather well and there isn’t too much body roll in the corners either.

The 1.0-litre three-cylinder petrol engine will not be setting the world alight with its acceleration, but around town and even on the motorway, it feels more than adequate. However, overtaking and driving up hills needs a lot of planning as it struggles up steep inclines. The gearbox, however, is very slick, smooth and incredibly light to slot into place and the clutch has a nice feel, too.

Fuel economy is excellent with our car returning an impressive 61.2mpg on a long run, while filling up only cost around £40 to brim the tank – making the Picanto incredibly cheap to run.

How does it look?

City cars go two ways when it comes to styling. They either go down the aggressive and sporty route, or they focus on the cutesy and innocent look. However, the Picanto definitely falls into the former category. The front end shares similar design elements of other models in the Kia family with its wraparound headlights that form into the grille, while at the back a gloss black diffuser and rear light bar that runs the width of the tailgate also gives the car more presence.

Our test car is a little more plain looking due to the 14-inch alloy wheels and the rather dull Smokey blue paint finish, however the GT-Line and GT-Line S models with their side skirts and bigger wheels certainly make this little Kia a great looking city car.

What’s it like inside?

From the naked eye, inside the updated Picanto things look very similar to the old model, and that’s because it is – with the exception of a few changes.

There is now a new digital instrument cluster which houses information such as the traffic sign assist and fuel economy readings.

The interior won’t be winning the awards for luxury, but everything feels built to last and the plastics have a nice textured pattern to mask the harder touchpoints.

There is a small armrest with a little storage area, cup holders and medium sized glove box. The driving position is good, but is let down by the lack of reach adjustment in the steering wheel.

The back seats are easy to access thanks to the standard five-doors and their wide aperture. Space in the back is more than good enough for smaller passengers and average sized adults will be more than happy for a short journey, too.

Boot space is impressive for a city car at 255 litres, which is 73 litres more than a Fiat 500. Meanwhile, that space expands to 1,010 litres when the rear seats are folded, but sadly there is a large lip, making it harder to load longer items.

What’s the spec like?

Kia doesn’t mess about providing extensive levels of different trim levels. Instead, there are just five versions to choose from with every model incredibly well equipped with ‘2’, GT-Line, ‘3’, Shadow and GT-Line S.

Gone are the days when the entry-level car came with manual door mirrors and without luxuries such as air-conditioning. Even the standard ‘2’ model which we’re driving – and is priced from £15,595 – comes with electric windows all around, electric heated mirrors, a rear-view camera, automatic headlights and an eight-inch touchscreen navigation system.

Further up the range such as the GT-Line S which is priced from £18,445 and comes with keyless entry and push button start, an electric glass sunroof and 16-inch alloy wheels

Verdict

It’s a crying shame that the A-segment is dying, and with only three vehicles in this sector, the Picanto doesn’t have a lot of competition. Although it may not have many rivals, as an overall package, the Picanto is an extremely likeable, grown-up city car and if you buy a GT-Line version – it looks great, too.

It’s cheap to buy and run as well as having bags of character when behind the wheel. If you’re looking for a no-nonsense, simple and well-equipped city slicker, then the Picanto is one of the very best.

Facts at a glance

• Model as tested: Kia Picanto ‘2’
• Price as tested: £16,170
• Engine: 1.0-litre petrol
• Power: 62bhp
• Torque: 93Nm
• 0-60mph: 15.4 seconds
• Top speed: 90mph
• MPG: 61.2mpg
• CO2 emissions: 111g/km

By Cameron Richards