Category: Reviews

A week with a Vauxhall Astra hybrid was great but it made James Batchelor long for his electric version.

One of the things I like most about the Vauxhall Astra Electric is that it’s just so ordinary. An odd thing to say, I’ll admit, but hear me out.

Over the past couple of months, I’ve been driving several EVs, and I’ve noticed that most have tried to be wilfully different from each other. Some have very streamlined styling to improve the car’s electric driving range, while others have fancy lights and interesting interiors. But with the Astra, there’s none of this.

I like that. Apart from the tiny ‘e’ badge on the tailgate, the green stripe on the number plates, and the slightly different alloy wheels design, the Astra Electric looks just like any other Vauxhall Astra. This is no bad thing as I think the current car is one of the best-looking hatchbacks on sale – never have I said about a Vauxhall Astra in the past.

There’s a very good reason for this, though. Unlike Volkswagen and its ID-badged EVs, Vauxhall doesn’t want to make a big thing about having a pure-electric range of models. So, you can have a Corsa, a Mokka and the new Frontera and Grandland SUVs with petrol or electric power. The Astra can also be a petrol plug-in hybrid. Same car, different power.

I had a taste of this recently as I was planning on taking my partner away for her birthday. Knowing that the (hugely expensive, if she’s reading this) country hotel was in a part of the country where EV charging was a little thin on the ground, I decided not to take my Astra Electric. I know, I know… But while I quite enjoy hunting around for EV charging points and commenting on how many pence-per-kWh I’m being charged, others don’t you see – not least my girlfriend.

I could have borrowed a flash German limo, but due to my dedication to living with a Vauxhall and writing reports about it, I thought the perfect substitute for my car was another Astra. The one which was delivered for this romantic getaway was a Sports Tourer (estate, in other words) in identical Ultimate specification. But instead of my car’s 154bhp electric motor and 54kWh battery pack, this one was powered by a 1.2-litre hybrid petrol engine.

It was a nice thing to whisk down to Dorset. It was amazingly refined for a three-cylinder petrol, and I like how it slipped into electric power mode pretty often – that’s not always a given with a hybrid. The geek in me noticed how the central cubby under the armrest is much bigger, and (I’m pretty sure about this and it wasn’t my imagination) how the driver’s seat could be lowered further. Both things are possible, presumably, because there wasn’t a whacking great big battery underneath them.

But, hand on heart, despite having the extra flexibility of not having to find a roadside charger and fill it up, I longed to get back into my electric-powered hatch. I just preferred the silence that comes from the electric motor, and in comparison to my car the hybrid felt coarse (it’s actually pretty refined for a three-cylinder engine, so still the comparison stands). It’s the first time I have ever been in a petrol-powered car and preferred it if it ran on electricity – that’s quite a decisive moment for me. But is the serenity of EV power worth the several thousand pounds extra over the already-excellent hybrid? I’m still trying to work that out and haven’t made up my mind yet.

Aside from this brief dalliance with petrol power, I have been piling on the miles in the Astra Electric recently. There have been numerous runs to the airport, playing taxi driver for my friends, and the car’s practicality credentials were tested to the max when I moved my childhood collection of car magazines from my parent’s house to mine.

Despite being lucky in having test cars available to me much of the time, I have been driving the Astra far more than I thought I would. Thanks to having a home charger, I have really gotten used to walking out of my house every morning to a car that is fully charged. I say that, but thanks to the car’s high efficiency – I’m regularly getting 4.5 miles per kWh on most journeys – I’m probably only charging it twice a week.

I like the scheduled charging feature (you select the time you want the car to start charging through the touchscreen, and when plugging in you press the ‘clock’ button by the charging port) which allows me to charge the car when the energy tariff is cheaper, but I wish the remote heating function – which allows me to set the car’s interior temperature from the comfort of my bed before leaving in the mornings – wasn’t a pricey subscription package. But, then again, why should owners get this convenience feature free of charge?

BG73 ASV is rapidly homing in on 5,000 miles so it might have to have a service in the coming weeks, and the time when the Astra is picked up and returned to Vauxhall for good is also approaching. I shall be trying to complete as many journeys before that day comes.

Facts at a glance

• Model: Vauxhall Astra Electric Ultimate
• Price as tested: £43,960 (correct at time of delivery)
• Engine: Electric motor with 54kW battery
• Power: 154bhp
• Torque: 270Nm
• 0-60mph: 9.0 seconds
• Top speed: 105mph
• Range: 258 miles (claimed)
• Emissions: 0g/km CO2
• Mileage: 4,218

By James Batchelor

The GR Yaris feels ideally suited to the wet Welsh weather, but what else is there to explore? James Baggott finds out.

It’s a grim, grey and damp day when I finally get thrown the keys to the Toyota GR Yaris – a car I’ve been waiting four long years to get behind the wheel of.

I must be the only motoring journalist not to have had a go in Toyota’s rally-inspired four-wheel drive hot hatch, but now the day has finally come and… it’s pouring down.

Usually that would be somewhat of a disappointment, but Toyota’s sprightly hot hatch is made for days like these. Its raucous 1.6-litre turbocharged engine has a huge spread of power and the competent four wheel drive system inspires confidence.

My first drive is on slippery Welsh roads, peppered with suicidal sheep and greasy mountain runoffs that would unsettle most performance cars. Not this Yaris.

It picks up its tail and scarpers up the twisting and tight mountain passes. For this test, it’s up against positive supercar rivals and electric cars with more than double its power.

Not that any of that phases this wonderfully competent performance car. While you might be used to seeing a Yaris troubling trollies in the local supermarket car park, this version is more at home nipping at the heels of some of the most competent cars on sale today.

The GR now comes with an automatic gearbox option and some minor tweaks, including a near-20bhp upgrade to the engine. It’s now producing 276bhp and is capable of hitting 60mph in five seconds. There’s 30Nm more torque too over the previous model. This is a rapid machine and feels far faster than these figures suggest.

What I really love about the GR is its linear power delivery. Yes, the auto gearbox is a little agricultural in operation, but I actually really rather liked it. I’d go as far as to say it is endearing. Colleagues who’ve driven the manual version say they preferred that cog swapper, but with the UK’s roads as congested as they are, for me, an auto really is a far better option.

The gearbox in no way dulls the enjoyment of the car and with one less thing to worry about you can concentrate on enjoying the incredibly direct, feelsome steering and the superb handling. The four wheel drive system on this car is astonishing too. It finds grip where few others would in bends and the way the nose dips and the car tucks into bends is down right addictive.

Toyota took inspiration from its World Rally Championship experience to hone the Yaris GR and it ripples through the veins of this car. The manufacturer called upon its Gazoo Racing arm to fine tune the Yaris – if you hadn’t guessed it, that’s where the ‘GR’ name comes from. In turn, the tuning arm called on their WRC drivers, Jari Matti Latvala and Kris Meeke, to provide feedback during development.

The pair were so pleased with the results they described it as being ‘pretty close’ to the car they’d been campaigning around the world’s rally stages, especially in terms of handling and throttle response.

That similarity also comes down to simple things like the control panel and displays that are titled 15 degrees toward the driver for improved visibility, which add perfectly to the rally theme. All it’s missing is a dash-mounted sequential gear lever and a stick for the handbrake – but maybe that would be a bit much…

Back on the road, that rally inspiration is obvious from every turn of the wheel. It’s so involving to drive, so easy to push hard, and has a turn of speed that means very little would keep up with it on damp roads like these.

As the sun sets on our photoshoot I find myself back behind the wheel of the Yaris for the long drive back to our hotel. I follow my colleague in a Porsche ST, the GT3 RS-engined monster, and I’m snapping at his bumper the entire way home. Jack Russell-like in its tenacity, it manages to put its power down without a hint of a scrabble, bothering the £245,000 Porsche at the entry and exit to every corner.

It’s sometimes hard to believe the hype when you read road tests of cars like these – I certainly doubted it could be quite as good as my peers had proclaimed. But, honestly, it shocked me quite how impressive this little car is.

The term future classic is also bandied around all too often, but it’s a richly deserved moniker for the GR Yaris. Whether you choose a manual or auto gearbox is really down to personal preference, but after a series of incredible drives on some of the finest roads Wales has to offer, I could find little to fault this car, or the auto box.

The £45,750 price tag might be a little rich to swallow, but don’t look at this as a pepped-up city car. This is really a modern day Ford Escort Cosworth – a car undeniably as special as that iconic classic.

The GR Yaris is a car I’d make space for in my garage tomorrow. It fills every drive with joy and excitement thanks to a near-perfect combination of involvement and performance. It’s very special indeed.

Facts at a glance

• Price: £45,750
• Engine: 1.6-litre turbocharged petrol
• Power: 276bhp
• Torque: 390Nm
• Max speed: 143mph
• 0-60mph: 5.0 seconds
• MPG (combined): 34
• Emissions: 187g/km CO2

The 2 Hybrid is one of Mazda’s smallest models, but does it offer a big-car experience? Jon Reay finds out.

I can’t help but feel a bit sorry for our Mazda 2 Hybrid. After a whole year of driving Mazda’s poshest, biggest and most expensive (at the moment) car – the CX-60 – suddenly swapping into its second cheapest model was always going to be an eye opening experience. And indeed, it has been – but not for the reasons you might expect.

Our dearly departed CX-60 was a bit of a bruiser in every way: size, power, weight, and even price. By comparison, the 2 Hybrid couldn’t be more different. One third of the power, nearly half the weight, and pretty much half the price too – assuming you’re up for twisting the salesman’s arm a bit.

It would be understandable to find that this turns out to be half the car the CX-60 is, then. But surprisingly, it seems to do a lot of things just as well – and in lots of cases, better even.

Let’s get the obvious differences out of the way first: you’re not getting a spacious load-lugger here. Even as superminis go, the 2 Hybrid is pretty compact: sneaking in at under 4 metres in length. Thanks to its rather bulbous roofline, that doesn’t mean a claustrophobic cabin – but don’t expect long-legged adults to be comfortable in the back for too long. The boot is far from the biggest in its class too, but perfectly fine for a bit of shopping.

With that said, it’s surprising how much stuff you can squeeze into the 2 Hybrid given a bit of Tetris-style manoeuvring. If we’re honest too, this isn’t the size and shape of car you’d expect to be regularly carting four adults around in. For the odd occasion though, it’s more than spacious enough.

Next up, let’s talk performance. Waving goodbye to the CX-60 and its 3.3-litre diesel, the 2 Hybrid couldn’t be more different on paper. Its engine is less than half the size, has half the number of cylinders, and comes with – gasp – a CVT automatic gearbox, rather than its bigger brother’s dual-clutch one.

And yet, in lots of ways the 2 Hybrid feels far more sprightly than its bigger brother. The clever hybrid system means you take off at a surprising rate from a standstill – thanks to an electric motor doing most of the work. There’s quite an adjustment going from a conventional car into a hybrid like this: you quickly realise you can nip out of junctions much faster than you’re expecting, for example.

As for that often-dreaded CVT gearbox, it seems that Mazda – or rather Toyota, who actually developed it – has finally got the hang of making the experience not completely miserable. It helps that the 1.5-litre, three cylinder petrol engine almost sounds sort of sporty, but the real secret is letting that 79bhp electric motor to take care of most of the power delivery.

The result is a very unstressed, almost serene driving experience, with the petrol engine barely noticeable half the time. It’s also extremely smooth: no clunky gear changes (because there are no ‘gears’ as such), no awkward jumps between electric and petrol power, and a completely linear feel to how it accelerates.

In fact, after a few weeks behind the wheel, jumping back into a more conventional petrol or diesel car can feel like going back in time. Cars like the 2 Hybrid are about as close as you can get to an electric car, without having to plug it in at night.

So what are we missing from the decidedly posh CX-60, then? Well, the 2 Hybrid certainly isn’t as luxurious inside. Mazda’s trademark premium-feeling interior is missing in action here – partially because this is a cheaper car, but mostly because this is actually a Toyota in disguise (did we mention that?).

And while it’s far from being short of standard equipment, a few things have curiously fallen off the options list. There’s no way of getting heated seats or steering wheel, for example – which is a bit odd given that the older, cheaper, non-hybrid Mazda 2 has had both available for a while now.

Beyond that though, there’s very little to fault about the 2 Hybrid. In fact I’m amazed how well it’s fitted into performing the same routine as the CX-60: piloting me up and down various bits of motorway for three to four hours at a time without inducing any back ache. It’s even doing baffling levels of fuel economy: despite my heavy right foot, I’m managing around 62mpg on average.

So there you have it: perhaps you don’t need that luxurious, enormous, £50,000 SUV after all.

Facts at a glance

• Model: Mazda 2 Hybrid Homura
• Price: £27,290
• Engine: 1.5-litre petrol hybrid
• Power: 114bhp
• Torque: 120Nm
• 0-60mph: 9.7 seconds
• Top speed: 109mph
• Fuel economy: 67.3mpg (WLTP combined)
• Emissions: 97g/km
• Mileage: 2,900

Some refinements have made the Polestar 2 even better with its energy, but what is it like to live with? Jack Evans finds out.

It’s funny what a little extra range will do for the electric car experience, isn’t it? In the case of the Polestar 2 – which I’m lucky enough to be looking after for the next few months – more range is coming thick and fast.

Back in 2023, Polestar announced that it would be refining its 2 fastback. New electric motors were introduced and the 2 switched to rear-wheel-drive for the first time, having been front-wheel-drive since its introduction. Throw in some tweaks to the batteries and the 2 became an even longer-range EV, having been pretty good in this department already.

In fact, the changes added an additional 52 miles of plug-power to the 2 in single motor, long-range specification – like the one I’m looking at here – bringing a range of between 372 and 408 miles. It’s an impressive amount of range, in fact, and makes the 2 one of the best cars for long-distance trips in the entire EV segment.

You might remember that I previously looked after a BMW iX2, a car which I really enjoyed. It would manage around 270 miles of range in the summertime, dropping closer to around 220 miles when things got colder. But it must be the Scandinavian influence helping the 2’s efficiency as, during the recent cold snap, it has still been showing well over 300 miles of range on a single charge. In fact, at present, the 2 is returning up to 330 miles on a full charge which though some way off claimed, isn’t bad for the depths of winter.

It’s remarkable how having well over 300 miles of range changes the whole EV experience. I’m lucky enough to have a home charger so I know that I can always set off with a full ‘tank’ and I’ve yet to come close to scratching close to the Polestar’s charging limits. A few work-related events saw me driving to Gatwick from my home near Portsmouth, and then onwards to Maidenhead, before driving around there for a decent amount of time and returning back again. I didn’t even have to think about charging; the 2 never came close to running out of juice.

Fortunately, all of this time spent behind the wheel has given me a good opportunity to find out more about the 2. It was the car which properly launched Polestar in the UK and, though the brand has since introduced a number of other models, the 2 is the one that you see most of all on our roads.

The driving experience is good. The 2 is quiet, refined and reasonably comfortable – though its low-speed ride is simply too firm for me. That said, the control weights are good and you can toggle through the level of brake regeneration you’d like via the main screen, though I’d rather have paddles to do this on the fly. A 0-60mph time of 5.7 seconds is more than sprightly enough for a car of this type, too, and I’ve very rarely felt like it needed more power.

There have been a few foibles so far. The speed limit warning system is a bit too sensitive and often gets confused by other roadside markers; quite often I’ll be travelling on a national speed limit road and the car will ‘pick up’ a 30mph sign on a slipway, leaving it to bong annoyingly. Thankfully, it quietens down after a few alerts.

The other issue might be a case of ‘first world problems’, but I think a car costing over £48,000 should have wireless Apple CarPlay. You can connect using a cable, of course, but given that the new Dacia Spring – which costs under £20,000 – offers this function, I think it should be included on the 2. Surely it could be fixed via an over-the-air update, too?

I also think that Polestar could liven up the colour options on the 2. It’s very Tesla-esque to offer a limited number of subdued colours, but I think that the 2’s blocky dimensions could pull off some brighter shades. The jazziest is currently the rose gold-esque ‘Jupiter’, but aside from this, it’s largely greys, blacks and a single navy colour. Consider too that you can only get black or grey interior colours and it’s all left feeling a little sad.

But colours aside, I can’t fault the way that the Polestar 2 gets everyday driving done. I’ve also got to give a big thumbs up to the associated app; it’s got loads of information, allows you to remotely lock and unlock the car and makes it dead-easy to remotely set the car’s heating and ventilation. The 2 also has one of the fiercest heated steering wheels that I’ve ever encountered – but then those Gothenburg winters must get far chillier than ours do here in the UK.

Facts at a glance

• Model as tested: Polestar 2 Long range single motor
• Price: £49,550
• Engine: Single electric motor
• Power: 295bhp
• Torque: 490Nm
• Max speed: 127mph
• 0-60mph: 5.7 seconds
• MPG: NA
• Emissions: 0g/km
• Range: 372-408 miles
• Maximum charging speed: 205kW
• Mileage: 728 miles

Mini’s new Cooper hatchback has always been fun, funky and fresh, but does adding a couple of doors spoil its charm? Cameron Richards reports.

What is it?

The Mini is one of those cars that doesn’t get old, and ever since the BMW rebranding back in 2001, this little car has become the go-to choice for those wanting a small, fun and premium car.

The firm in recent years has made a strong commitment to going green, and now has a solid strategy in place for its future products including going all-electric by the end of the decade and producing more sustainable materials inside of its cars to reduce the company’s manufacturing carbon emissions.

What’s new?

The latest Mini was released this year, but now, to complete the set, the firm has introduced the new five-door version which brings the added benefit of two extra doors to make entry and exit out of the back easier.

This new model still keeps the latest car’s circular OLED infotainment screen, lots of different customisation options and now all Minis come with an automatic gearbox as standard with no manual option available – which is a rather bold move for the brand. But does that mean the Mini’s fun nature has been lost? We’ve been finding out.

What’s under the bonnet?

There are two choices of engines and they are labelled as the C or the S.

We’re driving the more powerful Cooper S which utilises a 2.0-litre turbocharged-four-cylinder engine that develops 201bhp and 300Nm of torque. Its performance is impressive and gets the Mini from 0-60mph in 6.6 seconds and to a top speed of 150mph.

All Minis now come as standard with a seven-speed double-clutch automatic gearbox.

What’s it like to drive?

In very few words, it’s brilliant. Minis have always carried this cliche that they handle like go-karts, but it remains true for this new model. There’s loads of grip and you sit nice and low with all the controls perfectly weighted – with the exception of the very fat and large steering wheel.

There are several different driving modes, but our favourite is go-kart mode which turns the interior ambient lighting red, auto-blips the throttle and makes an already fun experience even more enjoyable.

Our test car is the more powerful Cooper S variant, which is rather brisk with its acceleration and outright performance. The engine note is also rather fruity and it’s one of those cars you don’t have to thrash to have fun.

The only irritations come from the rather harsh ride crashing over lots of the road’s uneven surfaces and there is quite a lot of wind and road noise that enters the cabin – but you can forgive the car for that for just being a real giggle out on the road.

How does it look?

Looks are always a subjective matter, and from the front, the five-door variant of Mini looks like any other three-door version. There are the round circular headlights and octagonal front grille, while the blacked-out front A-pillars and door-mounted wing mirrors also keep in tradition of the Mini design language.

At the back, the car utilises the firm’s Union Jack-styled rear tail lights, but it’s the side profile where things get a little different with the addition of two extra doors – which from any angle looks a bit like an afterthought. Our test car’s black roof and larger alloy wheels do make up for the styling, but the overall design of the Mini five-door looks a little bit confused and awkward from a lot of angles, with the car much better suited to the three-door setup.

What’s it like inside?

Keeping with Mini’s sustainable future, the latest car utilises lots of recycled materials, one of which is the 2D knitted dashboard which is made from recycled polyester. The design also moves its way onto the door cards and there is a nice strap design on the dash and steering wheel spoke, too.

The large circular OLED screen looks modern and fresh but is a real pain to use on the move, with all the climate control buttons located on the screen, though you have got physical buttons for the front and rear demister as well as the volume control for the stereo.

Storage up front is not too bad with an average glovebox, two cup holders and a little knitted compartment in the centre console – which is perfect for storing sunglasses. Our test car also has the optional phone strap, so you can secure your mobile to the wireless charger – which is handy.

But, step in the back and things get a little too snug. The rear doors are small and don’t open that wide and space for rear occupants is rather tight with even average-sized adults struggling for head and leg room. The centre seat is rather made redundant by the transmission tunnel eating all of the legroom, too.

The Mini’s Achilles heel has always been its boot space and this latest model is still rather small in comparison to its rivals. With the rear seats up, space stands at just 275 litres or 925 litres with the back seats folded – which is way off the mark of something like an Audi A1, Peugeot 208 or even a Seat Ibiza.

What’s the spec like?

As mentioned beforehand, you can get the Mini five-door in two different powertrains, but there are only three trim levels to choose from – Classic, Exclusive and Sport.

The range kickstarts at £24,050 for the entry-level car, but we’re driving the mid-level Exclusive trim which comes as standard with automatic climate control, LED front and rear lights as well as a rear-view camera. But, our test car has a few options fitted which takes the cost to nearly £34,000 which is rather pricey for a car in this segment.

Go for a flagship Sport model which adds sportier exterior and interior detailing and the costs can easily spiral towards the £40,000 bracket.

Verdict

The Mini is a car you buy with your heart instead of your head. But, this latest five-door variant may just be the best of both worlds. If you can get past its controversial looks, rather tight rear passenger space and compact boot, it could be the ideal small car as the added ease of the extra two doors might make it more appealing.

The dear price tag and costly options might put other cars in the supermini category at an advantage over the Mini, but nothing drives as good as this, and for that reason, the Mini is in a class of its own.

Facts at a glance

• Model as tested: Mini Cooper S Exclusive five-door
• Price as tested: £33,750
• Engine: 2.0-litre turbocharged petrol
• Power: 201bhp
• Torque: 300Nm
• 0-60mph: 6.6 seconds
• Top speed: 150mph
• MPG: 44.1- 44.8mpg
• CO2 emissions: 142-144g/km

By Cameron Richards

The S/T is one of the most exclusive 911 models ever made, but what is it like to drive? Jack Evans finds out.

I know, I know. Another Porsche 911. For all intents and purposes this 992-generation car does look like any other one of Stuttgart’s finest. There’s a big engine slung right over the back and up front there’s a handy little ‘frunk’ for your weekend bag. In the middle, two seats and – surprise – a gearstick which appears to give you control over which gear you’re in. It’s a modern-day novelty, isn’t it?

But look a little deeper at this rather understated, toned-down 911 and you’ll see there’s something a bit special. At the back, you’ll notice the little golden ‘S/T’ badges and a celebratory plaque that blows imaginary candles for the 911’s 60th birthday.

While that interior might look similar to any other 911 cabin, the fixed-position bucket seats aren’t all that usual and behind them sits an impressively complex roll cage. All these little differences point towards something out of the ordinary – and that’s just the case with the 911 S/T.

For starters it costs – and breathe in – £231,600. While admittedly it’s less than the average cost of a home in the UK these days it’s still a Scrooge McDuck-diving-into-a-pile-of-coins load of cash and, as I sat aside one of my colleagues at the tiller of the S/T, I discovered that some are trading for as much as £480,000 on the used market. Gulp indeed.

While Porsche certainly does have form with its limited-run cars – and the inevitable ‘flipping’ of them afterwards – the S/T is far more than just a car with a few choice badges. It’s been put on a strict diet compared with a standard 992, with magnesium wheels, less insulation and thinner glass ensuring that the S/T weighs just 1,380kg – the lightest 911 of the generation, in fact.

And at the rear of the car sits an engine which is better suited to powering through Eau Rouge at Spa than tickling through the bends of a sodden south Wales mountain road. Cut straight from the unhinged GT3 RS, it’s a naturally-aspirated 4.0-litre flat-six developing 518bhp and 465Nm of torque.

Yes, it can do 0-60mph in 3.5 seconds and yes, it’ll pin to 186mph but the 911 S/T is so much more than the fact sheet.

Slot – as elegantly as you can – into the fixed-back bucket seats, gaze over the uncluttered steering wheel and with that engine growling into life behind you it’s clear that this is a car more about experience than lap times. For starters, the S/T is mesmerically tied down to the road as you whistle along. Remember, too, that this S/T hasn’t got the oversized rear wing that you’ll find on the GT3 RS and yet it corners almost too keenly, testing your nerve to see how long you’ll push through a bend – and it’s usually you that blinks first.

Sure, you could probably drive this car as quickly – if not quicker – if it were equipped with one of Porsche’s super-slick PDK transmissions but the sheer fact that you’ve got one of the most potent and dynamic engines of its time linked to a six-speed gearbox should be celebrated. It’s a dazzling star in the S/T’s universe of attributes, bringing a level of engagement that is often so lost on modern-day sports cars. Although, in classic Porsche fashion, the gears are a little too long – stay committed in second gear and you’ll soon be chatting to the local constabulary. It’d be nice to have a shorter throw but the action itself is a delight, all mechanical and metal-edged.

Wetter weather – naturally – arrives and this makes the S/T more of a handful. With cold, relatively slick tyres it’s a car you need to treat with care. Sure, it’ll still happily cork down a road at a reasonable speed but through sharp bends or off-camber sweepers the S/T will let you know that it’s very much in charge. You need your wits about you and with that price tag looming in your brain and the S/T’s one-of-1,963 build number bearing down on you, it’s not a car to take chances with.

But like other 911s the S/T still feels reasonably accommodating on a day-to-day basis. On the motorway, it’s a little boomy for sure but it sits at a steady cruise quite happily. The aforementioned frunk is actually quite roomy and there’s even a cupholder. You could call it user-friendly if you were being particularly nice.

But more than anything the S/T is honouring something that we don’t find in too many cars today – the unbridled joy of car, engine and road. Atop the ribbons of South Wales’ best routes, the S/T shines and while its price tag might be enough to put a thorn in the side of a Euromillions winner’s bank balance, it’s an example of what keeps us car lovers coming back to four wheels time and time again. It’s one of my highlights of the year as a result.

Facts at a glance

• Price: £231,600
• Engine: 4.0-litre naturally-aspirated flat-six
• Power: 518bhp
• Torque: 465Nm
• Max speed: 186mph
• 0-60mph: 3.5 seconds
• MPG (combined): 20.5
• Emissions: 313g/km CO2

The ID.Buzz has gained an even more spacious variant, but is it any good? Jack Evans finds out.

What is it?

The Volkswagen ID.Buzz has been the car to blend classic and modern van worlds. From the outside, it has all the eye-catching design hallmarks of the classic Volkswagen ‘bus’ yet underneath, it has a cutting-edge electric powertrain. Sitting as one of the most practical options within VW’s ‘ID’ range of EVs, it’s also there for those drivers who need a little extra space from their battery-powered vehicles.

But what if you need a little extra roominess? That’s where this model – the ID.Buzz Long wheelbase, or LWB for short – comes in. It’s got space for a seven and just a little more space than the already-spacious regular van. We’ve been trying it out.

What’s new?

The ID.Buzz sits on Volkswagen’s MEB platform, which is the same one that you’ll find underpinning some of the brand’s other electric vehicles. The theory is that with it, you’ll get a more car-like driving experience from this tall, boxy van while still getting all of the practicality inside that you could need.

It’s also a flexible platform, so it can be used on different-sized vehicles, from the ID.3 right the way through to this large, practical van. Or, if you need some extra space, it can be extended to provide room for seven seats – as is the case with this long-wheelbase version.

What’s under the bonnet?

The Buzz that we’re driving utilises a single motor mounted to the rear wheels – you can also get a dual-motor GTX for added performance – which generates a decent 282bhp and 560Nm of torque. As a result, you should get this big bus from 0-60mph in 7.7 seconds and onwards to a top speed of 99mph, which puts it among some of the sprightlier cars in this area.

In terms of range, the ID.Buzz’s 86kWh battery should, according to Volkswagen, deliver up to 286 miles from a single charge. A maximum charge rate of 200kW also means that you could get from five to 80 per cent in 30 minutes when you’re hooked up to a suitably rapid charging unit.

What’s it like to drive?

The ID.Buzz has some of those classic van-like touches that you’d expect to find given its size and shape. You sit reasonably high with a big dashboard out ahead of you, while the steering is quite light which makes it quite agile, even at slower speeds. But the acceleration you get in this model is hardly van-like at all and, in fact, can be quite surprisingly quick when you first step on the throttle in earnest.

The ride quality is good, too, and when you’re cruising along the Buzz remains quiet, with only a small amount of wind noise coming from the upright windscreen and large wing mirrors. The only issue is that because of the Buzz’s square shape and large size, it can’t deliver the best efficiency, with its miles per kWh – an EV equivalent of miles per gallon – far behind rivals, though few are as large and as spacious as this model.

How does it look?

To our eyes at least, Volkswagen nailed the brief with the look of the ID.Buzz. It’s got some brilliantly retro hallmarks in there, from the split-colour design that’s available across the range to the large, prominent VW badge on the nose. Despite having been on our roads for a while now, the Buzz still has a design which turns heads.

It’s not easy to distinguish this long-wheelbase version from the rest of the range, either, despite a wheelbase increase of 250mm. It’s only when you park it against other ‘normal’ cars that you realise just how long of a vehicle it is overall – though it’s still easy to park thanks to its boxy design.

What’s it like inside?

Of course, the big changes come inside. With this long wheelbase Buzz, you get three dedicated rows of seats and there’s space aplenty in each of them. Even those sitting in the rearmost chairs have a good deal of room to offer and there’s plenty of flexibility in terms of how you’re able to move and position each seat. In contrast to many seven-seater SUVs, there’s still plenty of boot space even with all seven people aboard – 306 litres, in fact. Fold the third and second rows flat and this can be expanded to a truly van-like 2,469 litres.

The Buzz is dotted with loads of other great features, too. There are USB-C charging points practically everywhere – so there should be no arguments about who gets to charge their devices – and you can even remove the central storage cubby between the front seats to make getting to the middle of the vehicle a bit easier when you’re parked up.

What’s the spec like?

You’ll pay £59,035 for a standard five-seater ID.Buzz and this only rises slightly to £59,545 for the seven-seater version, so there’s not much of a premium on this more spacious version. Our test Buzz, finished in higher-spec Style grade and equipped with a smattering of options pushed the cost up to £71,615 – which started to feel a little expensive, that’s for sure.

But on base ID.Buzz seven-seaters you still get more than enough equipment as standard, including 19-inch alloy wheels, a 12.9-inch colour touchscreen and both Apple CarPlay and Android Auto smartphone integration systems. So unless you’re desperate for more toys – like upgraded headlights and 20-inch alloy wheels – the standard specification should provide more than enough equipment while helping to keep the price down.

Verdict

Having a seven-seater version of the ID.Buzz with more space and practicality can only be a good thing. The good news is that it’s just as easy to drive as the regular model and while its electric efficiency isn’t the best, it delivers in pretty much every other area. It’s good looking and, providing you go easy with the specifications, brings quite a lot of vehicle for the money.

It was always odd that the Buzz wasn’t launched with a seven-seater option but now, given the tiny increase over the standard model, opting for this version seems like a no-brainer.

Facts at a glance

• Model as tested: Volkswagen ID.Buzz LWB
• Price: £71,615
• Engine: Single electric motor
• Power: 282bhp
• Torque: 560Nm
• Max speed: 99mph
• 0-60mph: 7.7 seconds
• MPG: NA
• Emissions: 0g/km
• Range: 286
• Maximum charging speed: 200kW

Our time with the Kamiq has sadly come to an end, but are we jumping with joy or shedding tears? Cameron Richards reports.

This week, I said farewell to my Skoda Kamiq, which I’ve been living with for nearly six months.

If we cast ourselves back to when I took delivery, I was very saddened by the sight of the empty space in the layby outside where the Kamiq’s larger brother, the Karoq, used to be parked. The reason is because that car does everything you could ever ask it to do. It’s practical, comfortable, well-equipped, refined and is packed full of quirky and handy features. So, when I was handed the keys to its smaller counterpart, I was still full of hope.

However, to start with, the Kamiq and I struggled to get along, and that’s not to do with how it looks, or its practical DNA, which is carried over from the Karoq. No, in fact the smaller 1.0-litre TSi turbocharged three-cylinder petrol engine and DSG automatic gearbox weren’t as smooth as the four-cylinder 1.5-litre unit found in the Karoq. Its engine sounded more coarse, the gearbox was hesitant and the acceleration wasn’t going to set the world alight. Immediately, I wanted my bigger, friendlier Skoda back.

The driving experience isn’t the most joyous, with numb steering that lacks any communication and it doesn’t have the quickest turn-in – but this is not a sports car at the end of the day, and the Kamiq feels just as anonymous as the Karoq in the driving stakes.

But, as the months rolled on, and I spent more time getting to know the Kamiq, I started to bond with it a little further. As it’s the Monte Carlo version, you get these rather lovely buddy-hugging sports seats which are very comfortable and do a great job eliminating backache on a longer journey. It also is very refined at speeds, despite the thrum from the three-cylinder engine and when I’m being careful, I can achieve over 55mpg – which is fantastic.

But, one fatal flaw not only with the Kamiq, but with Skodas in general is the wireless Apple CarPlay, which seems to have a mind of its own. Several times I’ve encountered disconnection issues, a blacked-out screen and volume problems. It’s infuriating, especially during a trip up to Surrey when Apple CarPlay did not resume on the screen and instead, I had to resort to the car’s in-built navigation system – which is nowhere near as good as Waze or Google Maps.

Just last month, the sound of doom sprung upon me when I heard the tyre pressure monitoring warning lamp come on – but thankfully it was just a case of resetting the system, which incidentally is very simple to do.

Thankfully, it’s not all doom and gloom and there have been plenty of occasions where the Kamiq and I have got on famously. The first thing was the fact that it’s got a manual handbrake, which is a lot nicer to use every day. Furthermore, a handy umbrella located in the driver’s door card, ice scraper in the fuel flap and a useful reversible rubber boot liner all help make your life that little bit easier day-to-day.

There’s been no issue from passengers, either. I’ve carried a few people in the back and there have been no complaints regarding space and features such as the full-length glass panoramic roof in the cabin helps to make it feel a lot lighter and airier.

As it’s smaller than the average SUV, parking too has been easy. Unlike lots of large SUVs – where you spend most of your time looking for spaces that are big enough to accommodate their large proportions – it’s not the same with the Kamiq.

All in all, as I watched the little Kamiq leave me, I wasn’t as saddened as I was nearly six months ago when its bigger brother left. But, that doesn’t mean it isn’t a good car – far from it. If you want a small SUV that’s also brimming with practicality, is frugal and looks good, the Kamiq is an excellent and sensible choice for young families. If you go for the larger 1.5-litre engine, just like the Karoq, it could be the only car you could ever need, while still being economical and having greater performance.

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: 40mpg
• CO2 emissions: 132g/km
• Mileage: 5,018

By Cameron Richards

The SV is packed with go-faster features and Cameron Richards has been testing them out.

Range Rover has gained a reputation over the years for building some of the best off-roaders on the planet. Their rugged go-anywhere capability has made them a firm favourite and the badge of choice in the glitzy world of Hollywood and celebrities. Furthermore, their extensive luxurious nature and feel have given them that Swiss Army knife image which makes them hugely popular all over the globe.

Back in 2005, the firm launched the Sport as the company’s first entry into the driver-focused world of sports utility vehicles. However, it was still taller than any car of that nature – even with the lower ride height and sleeker body. Instead, it became a cheaper alternative to the full-fat Range Rover and was one of the best-selling models in the range. Now, close to two decades on and the firm has taken its Sport to the next level with more power and a couple of special editions along the way that would put even Ferraris and Lamborghinis to shame.

Now, we have the SV Edition One – the most powerful and hardcore Range Rover with a rather eye-watering price tag of £185,000. But, is it any good? Well, at this year’s Road Test of the Year event, we’ve been finding out.

Looking at the exterior, we’d have to say, for a car that cost nearly £200,000, it’s a little disappointing that this SV doesn’t look as wild as versions from the previous generation. In fact, from certain angles and with the exception of the massive 23-inch wheels, you could mistake it for a standard Range Rover Sport. However, some might like the stealthy, under-the-radar look, but for a car to stand out, the SV does not cut it in this department.

Inside, things get better with sports bucket seats that feature an illuminated SV logo and the interior is awash with leather, carbon fibre and piano black trim. It’s all typical Range Rover when it comes to equipment with a large touchscreen infotainment system that includes wireless Apple CarPlay and Android Auto, as well as a rear view mirror that doubles up as a rear-facing camera.

So, what’s it like to drive then? For a big beast like this, it drives very well. Don’t expect it to handle like a Porsche 911 or Toyota GR Yaris but Land Rover has done a superb job making the SV handle like a proper car. The steering is precise and the whole car goes around a corner with little lean from that high-riding body. What’s more, instead of traditional anti-roll bars, the boffins at JLR have developed a special hydraulic circuit called a 6D Dynamic Suspension system – which is a world first.

The system responds to different driving styles and saves up to eight kilograms compared to a standard suspension setup. Furthermore, it reduces the pitch when accelerating and braking making the whole driving experience smoother and less floaty. It’s not as ‘boat-like’ as a usual Range Rover, as a result.

On a long journey, this hardcore Range Rover really is a lovely place to sit and is the perfect mile muncher, although the bucket seats may not be as sumptuously comfortable as the standard car’s seats. The SV comes fitted with a 4.4-litre BMW-derived V8 petrol engine that is boosted with a mild-hybrid system to improve its economy. Our test car was getting just over 26mpg on a good run – which isn’t bad at all. This engine also packs a whopping 644bhp and 750Nm of torque making it one of the most powerful Range Rovers there has ever been. Acceleration is pretty brisk with a 0-60mph time of just 3.7 seconds and the SV will go on to a top speed of 180mph.

In terms of space and practicality, buyers will have no problem at all with fitting their luggage into this very large vehicle, and the rear seats are electrically operated – plus the standard air suspension can be lowered from the boot at the press of a button to make the load lip lower for those of a shorter disposition. Rear passenger space is good with loads of room and there are plenty of adjustments in the seats for all occupants to get very comfortable. So, considering this is a performance Range Rover, it still wears its sensible shoes in many areas.

As an overall package, the SV really is an impressive piece of kit. It’s very fast, great to drive and is flooded with quality and luxurious features. It also maintains its go-anywhere capability and people will love the lofty driving position. However, its Achilles heel has to be that price tag. Why you would want to pay almost £100,000 more over the standard car which is just as capable of going off-road, just as comfortable and will be cheaper to run? Plus, even though the performance figures are impressive, the target market for the Range Rovers normally cares more about how they look, rather than how quickly they can arrive at their destination.

Facts at a glance

• Price: £185,360
• Engine: 4.4-litre V8 mild-hybrid petrol
• Power: 626bhp
• Torque: 750Nm
• Max speed: 180mph
• 0-60mph: 3.5 seconds
• MPG (combined): 23.9mpg
• Emissions: 270g/km CO2

By Cameron Richards

For many, plug-in hybrid tech is seen as a stepping stone to full EV ownership. Nigel Swan has been finding out if that is really the case.

As the winter draws in, the days get shorter and the temperature starts to head south, life in our 308 shows no sign of easing up. Already we’ve reached five figures on the trip computer, but pretty much all of them have been in absolute comfort and stress-free.

There’s no question our long-term Peugeot is a comfortable place to be, the seats are well-padded and supportive but what really makes them shine on the bleakest of December mornings is the heat and massage functions which makes longer journeys just that little bit more bearable. This isn’t a standard fit though; the Alcantara driver and passenger seat pack costs an additional £990 and if you wanted to warm your fingers up on the heated steering wheel after scraping the ice off your windows, then that’ll be an additional £150. Obviously, it’s a worthwhile addition, especially at this time of year.

The only issue we’ve actually had so far is with the reversing camera. The plastic mount which holds the camera has popped off which means the camera is dangling. I suspect that with the boot being manual, rather than electric, the closing of it loosened it a bit or made it pop off altogether. Will have to pop into Peugeot to get that sorted.

One of the big jobs this month, which the Peugeot was in support of, was a video project where we went to an Electric Car specialist to film an advice video about what to look for when purchasing a used electric vehicle. It was interesting to hear their thoughts on hybrids too, as there was a sense of derision when I pulled up onto the forecourt with our PHEV.

Personally, I would have thought that, for many, a plug-in hybrid would be a great stepping stone into electric car ownership. But they seemed to stress the greater benefits of owning pure electric rather than a mix of both. However, II walked away from the shoot still confident that a PHEV was still the right choice, especially for me and my type of driving.

There’s still a bit of getting my head around the infotainment system. I mean, for what I need it to do, it works really well. It’s a bit slow to get going, and sometimes when I’ve got a route planned into the navigation, and then get a phone call at a pivotal part of the journey, the screen gives the call preferential treatment over telling me where I need to go. I can of course change this, but trying to do it through the menu screen while keeping my eyes on the road, and having a conversation, is a bit too much for my brain to take.

One of the useful tools that come as standard on the navigation though is speed camera detection. It’s not groundbreaking and many cars feature them, but it’s a useful tool to have especially when you’re cruising on the motorway.

I’ve been having a good delve into the official figures for our Peugeot this month and trying to see how they stack up in the real world. For example, the press information claims our car is capable of between 199.4 and 242.7 miles per gallon. But the thing is, that’s based on the fact that the battery has some charge in it. And even when doing longer journeys, I tend to find I get around 400 miles from a full tank – with the battery starting on a full charge. The official figures also claim that I should get around 35 miles of EV-only motoring, which in reality is closer to mid to late 20s.

For many though who’ll use it on pure EV mode to get to and from work or for the school run, that would be more than enough, but I’m not a fan of how the fact that it’s an EV can skewer the figures somewhat and make it look somewhat deceiving.

Marley, my large Staffordshire bull terrier, is appreciating the boot space though, especially after the somewhat cramped boot space of the previous long-termer the C5 X. With the rear seats up it offers 548 litres of space, expanding to 1,574 litres when they’re folded down. It has also come in particularly useful for the tip run too.

We’re heading into our final month now with the Peugeot, and yet more miles are planned, with a couple of trips up to the northeast, and the south coast. No doubt once it’s handed back, there’ll be a good deal available on a rather leggy Peugeot estate entering the used car market.

Facts at a glance

• Price as tested – £46,620
• Engine – 1598cc
• Power – 225hp
• Torque – 360Nm
• 0-60mph – 7.6 seconds
• Top Speed – 146mph
• Range – ev – 35miles
• Emissions – 29 g/km CO2
• Mileage – 11,398 miles

By Nigel Swan