Category: Reviews

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

The Jeep Wrangler is an icon of the four-wheel-drive scene, but is it still worth checking out? Jack Evans finds out.

What is it?

As far as motoring icons go, the Jeep Wrangler is right up there. Tracing its lineage back to the iconic Willys Jeep, the Wrangler is the kind of car that has always been designed to be up to the task of adventure whenever the mood strikes while its upright and memorable seven-slot grille is the stuff of posters and movie scenes the world over.

But with four-wheel-drives becoming softer and more comfort-focused, is there a place for a car as rugged and as old-school as the Wrangler? We’ve been behind the wheel to discover if this old dog has any new tricks.

What’s new?

If you glanced at the Wrangler, you’d be under the impression that not a lot has happened in the past few years. It’s got the same boxy, upright design that it always has and though many SUVs have undergone growth spurts lately, the Wrangler still commands attention with its larger-than-life proportions and squared-off sections.

But for 2024 the Wrangler has had some tweaks here and there. You’ve got more alloy wheel designs to choose from than before, while Jeep has equipped it with a larger suite of assistance aids, including a driver drowsiness alert, lane departure warning and traffic sign recognition – all included as standard on all models.

What’s under the bonnet?

You can – in other markets – get the Wrangler with a surprisingly rounded 4xe plug-in hybrid powertrain. We’ve driven it out in Spain over a short test route and it’s a far better fit for the Wrangler than you might expect, giving it a reasonable amount of punch. It’s a setup that is available across the wider Jeep range, in fact, but sadly doesn’t accompany UK-bound models.

Instead, we’ve got a pretty regular 2.0-litre turbocharged petrol engine with 268bhp and 400Nm of torque, driven to all four wheels via an eight-speed automatic gearbox. As you might expect, efficiency isn’t the Wrangler’s strong suit – which is where that plug-in hybrid setup would help – and Jeep claims that this version will only manage 27.2mpg combined. We saw far lower figures than that during our time with the car, however. Emissions of 250g/km are pretty high, too.

What’s it like to drive?

The Wrangler drives in quite an old-school fashion, similar to its exterior design. The steering is relatively wayward and the brakes don’t have an awful lot of bite to them, but you soon get used to the car’s shortcomings. The petrol engine, surprisingly, does a great job of getting the big Wrangler up to speed in a short enough time, given it’s quite a small-capacity unit for such a large car. The trade-off is, of course, dwindling economy figures.

But with its raised ride height the Wrangler gives a great view of the road ahead. Of course, these are all on-road impressions; with short overhangs, locking differentials and a rugged body-on-frame chassis design, the Wrangler will still go properly off the beaten track and it’s this that the car has been created for primarily – so you can allow for a lack of refinement on-road.

How does it look?

It’s a car that continues to turn heads, that’s for sure. The Wrangler is one of a handful of cars still keeping to the blocky four-wheel-drive aesthetic, with only models like the Mercedes G-Class taking a similar tack. The now-departed Suzuki Jimny was another, albeit on a far smaller scale than this Jeep.

It’s very much a car built for a purpose, mind you, and with its chunky plastic bumpers, squared-off wheel arches and full-sized spare mounted on the boot it’s the type of vehicle that looks most at home in the open countryside.

What’s it like inside?

It’s a similarly rugged experience inside the Wrangler. Everything has a chunky, rubberised feel to it while the main controls are robust and easy to operate when you’re on the move. Those up front do sit quite upright, too, but it gives you a great view of that square bonnet ahead of you. This new model gets 21-way powered front seats, too.

In terms of practicality, the Wrangler is actually something of a reverse tardis – feeling smaller inside than it looks from the outside. There’s not an awful lot of space for those sitting in the rear of the car and while the boot’s 533-litre capacity is decent enough, the side-hinged rear door makes accessing it a little tricky, particularly if you’re in a tight car park space. Remember, too, that the Wrangler comes with all manner of removable parts; the doors and roof sections can all be removed entirely should the weather provide an opportunity to do so.

What’s the spec like?

The Wrangler remains a flagship Jeep model and, because of that, it does get plenty of bells and whistles. Prices start from a hefty £61,000 in Sahara grade – like our test car – and this brings a premium audio system and a 12.3-inch infotainment display which thankfully does get CarPlay as the ‘native’ system is a little clunky and old-fashioned to operate.

You get a full suite of parking aids, too, and a handy back-up camera – though it’d be nice if it could work out the length of the car with the spare wheel included, as this can take a little extra judgement to work out when you’re reversing.

Verdict

If you’ve already been looking in the SUV market at some of the more ‘regular’ contenders, then you might find the Wrangler’s old-school driving experience, limited interior space and high running costs a put-off. In truth, against a BMW X3 or Audi Q5, the Wrangler doesn’t fare well and comes away looking a little too wayward.

But if off-roading and adventure are what you’re focused on, this is a genuinely capable four-wheel-drive that is centred around its ability to go here, there and everywhere. The trade-off is the road-going refinement but if you’re not spending much of your time on the beaten path, that could be a worthy sacrifice to make.

Facts at a glance

• Model as tested: Jeep Wrangler Sahara
• Price: £61,000
• Engine: 2.0-litre turbocharged petrol
• Power: 268bhp
• Torque: 400Nm
• Max speed: 112mph
• 0-60mph: 7.4 seconds
• MPG: 27.2mpg
• Emissions: 250g/km

Ferrari’s famous V12 engine continues to live on in the new 12Cilindri. James Baggott has been behind the wheel to see what it’s like.

What is it?

In an age when every other new car arrival heralds the birth of yet another electric or hybrid model, Ferrari’s glorious new V12 is a welcome breath of fresh air for petrol heads.

The Italian car maker claims to be the last one producing a naturally aspirated, V12 engine – and this is the firm’s breathtaking 830bhp new addition: The 12Cilindri. You’ll need to brush up on your Italian to say it properly, though. It’s pronounced: ‘Doe-dee-chi Chill-endree’.

In the words of the manufacturer’s famous founder, Enzo Ferrari, the 12-cylinder Ferrari will always be the ‘original’ and the carmaker has vowed to continue developing the legendary unit for as long as it’s allowed.

What’s new?

Ferrari says everything has been refreshed when compared to the 812 Superfast that this model replaces. Some four years in the making, the 12Cilindri is slightly heavier than the 812 – around 35kg to be exact – but that’s down to a lack of carbon seats, bigger 21-inch wheels and tyres, active aerodynamics and a powered rear boot (among other things).

Previously, the V12 of the Ferrari range was designed to be the pinnacle, but that crown now resides with the SF90, so designers were given the opportunity to dial down some of the outright madness. That doesn’t mean this is anything less than furious to drive, but it does mean it can still behave as a comfortable GT car too.

What’s under the bonnet?

The spectacular 6.5-litre V12 is as tuneful as you’d hope. Ferrari calls it a ‘hallmark howl’ and as the revs rise to a heady 9,250rpm, it’s a symphonic cacophony that makes the hairs on the back of your neck stand on end.

With 830bhp to play with, the 12Cilindri can hit 60mph in around 2.7 seconds and will go on to a top speed of 211mph. It’s brutally quick and drivers can dial in and out the anger with different settings, accessed by a dial on the steering wheel. In ‘Race’ mode with the suspension set to comfort, it’s close to perfect.

Some 80 per cent of the 678Nm of torque available is delivered at just 2,500rpm which equates to plenty of punch in the mid-range. The dual-clutch, eight-speed gearbox (that eighth gear is a new addition to this model) rapidly fires through cogs with savagery. So much so that on some occasions the shunt through the transmission is stark.

What’s it like to drive?

What I love about this car is its breadth of character. When you want it to be a sedate, cruising companion it’s comfortable and easy to drive. Around town, the visibility is surprisingly good and while it looks huge on the outside, when you’re in the cockpit it feels manageable and is easy to place on the road.

But it’s the car’s dark side that’s really intoxicating. Select the manual option for paddle shifts, bury your foot to the floor and the 12Cilindri picks up like the thoroughbred Ferrari it is. The V12 soundtrack is heavy metal addictive and it is incredibly rapid. It never feels heavy or overweight, either, with perfect balance and delicately weighted steering.

How does it look?

The 12Cilindri looks positively space age – and that’s no mistake. The designers took cues from 1970s wedge-like supercar designs and combined them with a homage to models like the Ferrari 365 GTB4. If you’re not familiar with the latter, it’s worth a Google, as the family resemblance is clear.

The new model has a long, imposing nose with a clamshell bonnet that wraps around the front-mounted V12. The cabin sits back, nearer the rear wheels and is dominated by an arrow-shaped, body-coloured sash across the roof. Bold rear haunches and a dramatic rear diffuser give the GT car real drama while dynamic aero flaps on the rear quarters flick up under braking.

What’s it like inside?

Ferrari has designed the cabin with two distinct sides that wrap around both the driver and the passenger. Three screens dominate the cabin with the driver dials and information behind the steering wheel, a second screen centrally mounted for heating controls and Apple CarPlay/Android Auto, and a third (optional) screen in front of the passenger.

The latter can display the car’s speed, g-forces and revs as well as allow the passenger to manipulate some of the car’s controls. We found the seats a little uncomfortable, but they have plenty of adjustment and come with optional heating and cooling options, as well as a massage function (£8,957).

What’s the spec like?

Standard specification is understandably generous for a car costing £366,500 and includes full matrix LED headlights, 21-inch alloy wheels, rain and light sensors, climate control, rear parking camera, car cover, battery maintainer, wireless smartphone charger and lots more.

There’s also an incredible array of personalisation options with everything from gold brake callipers (£1,512), carbon fibre rear boot trim (£4,478) to special paint colours that will set you back £8,316. Get tick happy on the options list and owners will easily be able to add £50,000 and more to the price tag.

Verdict

New V12 Ferraris don’t come along very often, so when they do you expect them to be very special indeed. And the 12Cilindri does not disappoint.

Enzo Ferrari said the V12 could summon up a ‘harmony no conductor could ever create’ and he wasn’t wrong. While the savagery of the engine and speed of the gearbox are impressive, it’s the howl from that iconic powerplant that really makes this car an occasion.

Some might think a V12 engine is a bit of a dinosaur in an age dominated by EVs but, for car lovers, the continuation of a legend like this is vital if the world is still to be filled with pure, unadulterated automotive joy.

The 12Cilindri is available to order now with first deliveries arriving early in 2025.

Facts at a glance

• Model: Ferrari 12Cilindri
• Price: £366,500
• Engine: 6.5-litre V12
• Power: 830bhp
• Torque: 678Nm
• Max speed: 211mph
• 0-60mph: 2.7 seconds
• MPG: TBC
• Emissions: TBCg/km

Is it a coupe? Is it an SUV? The Polestar 4 seems to be something a little different, but is it in a class of its own? Cameron Richards finds out.

What is it?

At first glance, the Polestar 4 seems to have a confused identity. Is it an SUV? Is it a coupe? Or is it an SUV with a coupe look? Whatever it is, it’s the latest member to join the growing Polestar family.

As a company that solely produces EVs, it comes as no surprise that Polestar’s new 4 is also battery-powered and comes with a choice of two and all-wheel-drive versions to suit different buyers. Let’s take a closer look at this new Swedish offering.

What’s new?

The Polestar 4 is a completely new model that offers a world first in the automotive industry, – it’s one of the first cars ever produced without a rear window. Instead, the lack of rear-facing glass has been replaced with an HD camera that doubles up as a traditional rear-view mirror which Polestar claims improves rear visibility and enhances interior space.

The body shape has been designed around the laws of physics for improved aerodynamics and even the lack of rear window helps air flow and improves headroom for passengers.

Apart from that, the car uses the brand’s latest technology as well as over-the-air updates to improve the user-interface even further into the future.

What’s under the bonnet?

It’s a simple choice with what model to choose from. All variants come with the same 100kWh lithium-ion battery pack with two different motor setups.

There is a rear-wheel-drive Long range Single Motor that generates 268bhp and 343Nm of torque. Polestar claims this model can do a total distance of 385 miles on a single charge.

However, we’re driving the Long range Dual Motor that increases power to 535bhp and 686Nm of torque – but the electric range drops to a claimed 367 miles.

Like its bigger sibling, the 3 SUV, the 4 is compatible with DC rapid charging which brings a 0-80 per cent charge time of half an hour.

What’s it like to drive?

Just like its larger stablemate, the 3, this coupe SUV is also very good to drive. Polestar seems to have got it cracked when it comes to making EVs that are driver focused and this 4 really handles well with little body lean and there is a lower driving position, to give it that sportier edge to it, too.

In terms of performance, its acceleration is smooth and it gets up to speed rather quickly, which is no surprise in a modern EV nowadays. Unlike the 3, which uses air suspension, the 4 has conventional springs – but it doesn’t impact on the ride comfort and it still feels composed and absorbs bumps very well. However, as with all of the other models in the firm’s range, its main control functions are still buried in the infotainment screen which is distracting when driving along and it still isn’t as user-friendly compared with conventional buttons.

Also, the deletion of a rear window may improve space and airflow but it still takes time to get used to it, especially when reversing as you automatically take a look over the rear shoulder to see nothing. Instead, you have to rely on the rear-view camera and HD camera on the windscreen – which could be intimidating for some buyers.

How does it look?

From different angles, you could say that the 4 has a unique look to it. Polestar claims that it’s an SUV coupe and it would be right as there is a rackish and sloping roof line, but it’s taller and has more ground clearance than a traditional saloon or hatchback.

There are resemblances of the 2 SUV with the unique Polestar headlights and daytime running lights, and the side profile also includes door handles that sit flush into the body. The frameless doors give a more premium and coupe look as well as at the back, the full length light bar runs the entire width of the rear. Plus, a nice mix of unusual and stand out colours are available, with our test car finished off in Electron – being an ice blue.

What’s it like inside?

The first thing to take note of is instead of a portrait screen in the 3, in the 4 you have a 15.4-inch landscape touchscreen.

The cabin still feels light and airy, and there is a lot of recycled materials used throughout to keep in touch with the firm’s sustainability goals.

In the back, there is a decent amount of room and thanks to the lack of rear window it means that headroom is better for occupants. There is also plenty of head and leg room, too.

Boot space stands at 526 litres or 1,536 litres with the rear seats folded down. It has a nice usable shape to it and there is decent underfloor storage where you can fit the car’s charging cables or there is a frunk which includes an additional 15 litres of space.

Again, as with a lot of modern EVs, the decluttering of buttons means that simple controls such as the mirror adjustment and ventilation switches are all included in the touchscreen – which is a pain and is difficult to use on the move. However, the menus and buttons on the screen are in larger font to help make it easier to see them on the move.

What’s the spec like?

Polestar does things a little differently when it comes to trim levels and specification. Instead of a range line-up of different eclectic names, you simply choose your electric motor and options pack instead.

Options include a Performance Pack which gives you 22-inch wheels and a tweaked chassis, whereas the Plus pack comes with a Harman Kardon sound system and pixel LED headlights. Meanwhile, the Pilot pack offers lane-keep assist and Pilot assist.

With the 4, you have a choice of either a Long range single motor or Long range Dual motor.

Prices start at £59,990 for the former, but we’re driving the latter which comes in at £66,990 and features the Plus and Pilot package.

Verdict

The Polestar 4 is one of those cars that comes along and divides opinion on what it is as a ‘car’. To some, it will be a coupe and to others it will be an SUV – hence why the firm is marketing it as a coupe SUV. Regardless of what category it sits under, the 4 is still a very practical and comfortable EV that is good to drive and has a lot of standard equipment.

The styling and lack of rear window won’t be to everyone’s liking, however push that aside and the new Polestar 4 is still a likeable electric car that should sell well in the company car market and premium coupe SUV sector.

Facts at a glance

• Model as tested: Polestar 4 Long range Dual motor Plus and Pilot pack
• Price as tested: £70,890
• Engine: 100kWh battery
• Power: 536bhp
• Torque: 686Nm
• 0-60mph: 3.7 seconds
• Top speed: 124mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 367 miles
• Charging speeds: 200kW

By Cameron Richards