Category: Reviews

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

 

The 1 Series has always proven to be a popular choice, so what can a new version bring to add to the equation? Jack Evans finds out.

What is it?

It’s hard to emphasise just how important the 1 Series has been for BMW. Not only has it provided a gateway into the brand but it has also morphed into a platform for this company’s designs and acted as a way of bringing some of its very latest technology into the mainstream. Now, there’s a new one and while things may have been stripped-back, it still aims to be just as successful as the car it replaces.

While you could argue that this is more of a facelift than a brand-new model, BMW is insistent that it is very much a new-generation 1 Series – and we’ve been driving it to see what has changed.

What’s new?

Now into its fourth generation, this new 1 Series aims to deliver a sharper, more focused driving experience while bringing better efficiency than before. It’s also equipped with BMW’s latest in-car technology – including a brand-new operating software – that we’ve seen applied to other cars within the range.

But at the heart of the 1 Series, you still need this rather ‘everyday’ hatchback to deliver the premium experience that you’d expect from a BMW but with the standard practicality associated with a traditional hatchback. With all manner of crossovers and compact SUVs challenging the 1 Series, its work is more cut out than ever – that’s for sure.

What’s under the bonnet?

BMW has taken the scissors to the list of engines available with the 1 Series and reduced it to just two. You can get the car we’re testing today – the 120 – and the range-topping M135, which will be the best choice for those looking to travel a little quicker. You might notice that both cars have lost the ‘i’ lettering after their respective names and that’s due to BMW’s use of the term on its electric vehicles – it’ll be reserved for EVs alone, from now on.

However, the 120 uses a 1.5-litre turbocharged petrol engine and from that you’ll get 168bhp and 280Nm of torque, which is enough to get this car from 0-60mph in 7.6 seconds and onwards to 140mph. With mild-hybrid technology coming as standard to assist the petrol engine, BMW claims that you could get up to 53.2mpg combined with CO2 emissions standing at between 121 and 135g/km CO2 depending on wheel size.

What’s it like to drive?

The 1 Series has always focused on driver engagement – beyond that offered by rival hatchbacks – and in many ways that is still present here. The handling is sweet enough and even on this ‘regular’ 1 Series the 1.5-litre engine provides a decent amount of performance as and when you need it, with the seven-speed automatic gearbox shifting pleasantly through the gears. The body and chassis are stiffer than before and it shows, with the 1 Series exhibiting very little lean through the bends.

But the ride on our M Sport-specification car is simply too firm for everyday driving and, when coupled with reasonably large alloy wheels, makes this into a car which doesn’t feel all that happy when driven around town. As a result, we’d be leaning away from specifications with larger wheels and firmer suspension to help preserve a more day-to-day ride quality.

How does it look?

BMW has certainly finessed the look of the 1 Series from the outside and it’s bound to get people talking. Certainly, the previous-generation switched things up completely compared with the car that replaced it, while its move from rear- to front-wheel-drive was just as controversial. So it seems that this new car brings in a distinctive new look to help establish itself in the market just as keenly.

It’s a slightly larger car than before – measuring 42mm longer and 1.8mm wider than before – but with its lower-looking front end, the 1 Series is a little more dynamic to look at than before. Plus, you can get all manner of M Performance parts – some subtle, some not-so – if you’d like to personalise your car further.

What’s it like inside?

Straight off the bat, the material quality in the 1 Series feels top-notch. Those sitting up front get plenty of pleasant-feeling finishes to interact with and while the 1 Series is now made with entirely Vegan-friendly materials – which sadly often means ‘plastic’ – it’s all quite warm and well-made inside the cabin. The steering wheel controls are easy to use and the main display has some handy shortcuts to operate closer to the driver.

But in terms of boot space, the 1 Series has taken a serious kicking for this latest version. In fact, the fitment of the 48-volt mild-hybrid system has seen luggage capacity tumble to 300 litres from 380, a serious knock-back in terms of overall practicality. That puts it well behind rivals such as the Audi A3 and Mercedes A-Class and puts a significant dent in how usable this car will be day-to-day. Oddly enough if you switch to the faster M135 – which does without mild-hybrid assistance – you get the full 380 litres of boot space that you would’ve got in the older car. So to get the most practical model you need to get the most expensive and least efficient one – which seems like an odd move.

What’s the spec like?

The new 1 Series will kick off from £31,065, which is about on the right side of things for this area of the market. One of the big new inclusions is the widescreen infotainment display which is powered by BMW’s latest Operating System 9 software. Relayed through the 10.25-inch main display and the 10.7-inch control readout ahead of the driver, it’s packed with functions and features, enabling all sorts of controls. For example, you can even download games to play while you’re stationary, or channel into a variety of streaming services.

Heated seats come as standard across the board, too, while a range of safety functions such as front collision warning, lane departure warning and traffic sign recognition all come from the off to help bolster the value-for-money aspect of the 1 Series.

Verdict

The 1 Series feels like it has taken a few steps forward in many areas and a step back in others. For one, it still feels dynamic and the cabin does feel well made and pleasantly specified for the money. The 1.5-litre engine is also punchy enough without forsaking overall efficiency.

But it’s such a shame that the added eco-friendliness of this powertrain has come at the expense of overall practicality, which is one of the key reasons why most buyers look to get a hatchback in the first place. Make no mistake this is still a very solid entry point to the BMW range, but one which doesn’t feel quite as usable as before.

Facts at a glance

• Model as tested: BMW 1 Series
• Price: £31,065
• Engine: 1.5-litre turbocharged petrol with mild-hybrid technology
• Power: 168bhp
• Torque: 280Nm
• Max speed: 140mph
• 0-60mph: 7.6 seconds
• MPG: 53.2mpg
• Emissions: 121-135g/km

The latest Peugeot electric SUV now comes with a variety of powertrains to suit all buyers. Cameron Richards tries the electric version.

What is it?

Like with a lot of cars these days, the latest generation of Peugeot 5008 has morphed itself from the bland and boxy MPV sector into the booming and brimming world of SUVs.It’s not uncommon for manufacturers to move a well-known nameplate into a different sector of vehicle, and now with buyers turning away from family saloons, estates and people carriers, it only seems right to target the market which sells incredibly well. Enter the new 5008 – a car which is no longer an MPV, but is now one of Peugeot’s latest SUVs.

What’s new?

Not only does this new car have a new body and interior, but you can now buy the 5008 with an electric powertrain. Badged the ‘E-5008’ there is a choice of two electric battery packs and you can even get the standard car with a plug-in hybrid variant, too.What’s more, there is more on-board technology than before and the interior has improved storage facilities and space as well. Importantly for space-conscious buyers, the new E-5008 is a full seven-seater – though a five-seater version will be coming next year if you don’t need that extra passenger-carrying ability.

What’s under the bonnet?

There is plenty of choice for buyers with hybrid, plug-in and electric versions on offer.

We’re driving the E-5008 which comes with a 73kWh battery pack and electric motor that offers 212bhp and 250Nm of torque. It takes the car from 0-60mph in 9.5 seconds and onwards to a top speed of 106mph. Peugeot claims this version can do a total distance of 310 miles on a single charge and all versions of the E-5008 come with 160kW DC rapid charging taking the car from 20 to 80 per cent in half an hour.

Later down the line, you’ll be able to get the E-5008 with an all-wheel-drive Dual Motor setup also with a claimed 310 miles of range, and there will be a larger 98kWh Long range version that will bring up to 415 miles between trips to the plug, making it the best in class for its EV range.

What’s it like to drive?

Been out driving the electric and hybrid versions of Peugeot’s new E-5008 and 5008. Driving impressions will be revealed on 25th September. pic.twitter.com/9Ep9vK5jF5

— Cameron Richards (@CamRichards13) September 18, 2024

Lots of SUVs try to mask their identity by giving the buyer a sportier driving experience, but that isn’t the case with this big Peugeot. Instead, comfort is the main focus here. The drive itself is rather bland with not a lot of feel through the steering wheel and unlike a lot of EVs with their instant torque and acceleration, it doesn’t feel relatively brisk – even in sport mode.

Where the E-5008 scores well is with its refinement. On the open road and motorway, it’s quiet, smooth and comfortable – plus there is little wind and road noise, too. Thanks to its large glass areas, visibility is also excellent which makes this rather large car easier to manoeuvre in town.

Our test car is the GT, which comes on bigger alloy wheels, however, the ride did not feel crashy or hard and the suspension does soak up lumps and bumps rather well.

How does it look?

The new E-5008 looks like the firm’s smaller E-3008 that’s been on a rather hefty diet. In keeping with its MPV routes, the car still remains rather tall and has a slab-sided profile.

At the front, you’ll find Peugeot’s latest design language, which features more prominent lion-claw LED daytime running lights and a chequered front grille. Meanwhile, at the back, the lion-claw theme continues onto the rear taillights and our test car’s larger alloy wheels make the whole car stand out even further. There is also a gloss black lower rear bumper and the wheel arch covers and lower body mouldings are also finished off in gloss black, too.

What’s it like inside?

It’s all typical Peugeot with the wraparound dashboard design and the centre screen that is all angled towards the driver to give that sportier edge. However, compared to the old car, which used physical toggle switches for its shortcut menus, this new car uses a small touchscreen which isn’t as intuitive compared to a traditional setup, as you find you take your eyes off the wheel when operating them.

However, the design itself is very stylish with a nice array of soft-touch materials used throughout and there is a nice fabric effect that runs on the dashboard through onto the door cards. Storage is also decent, with a large centre box and decent-sized door bins, making the interior very practical.

Where this Peugeot really shines is with its boot space capacity. With five seats in place, there is a total of 916 litres, making it larger than both the Volvo EX90 and Kia EV9. With all seven seats placed, you get a total of 348 litres – which is still impressive. However, when all the seats are folded down, the space extends to a whopping 2,232 litres making this Peugeot one of the best in class when it comes to room in the back.

What’s the spec like?

Peugeot likes to keep it simple with the E-5008 and only offers a selection of two different variants being Allure and GT.

No matter which trim you go for, there is a generous amount of standard equipment with the entry-level model featuring LED headlights, reversing camera, power folding door mirrors and tri-zone climate control.

We’re driving the GT which starts at £52,350 in electric form – which is rather pricey. However, it does boast 3D LED rear taillights, alcantara upholstery, heated front seats, an electric tailgate and 20-inch black diamond cut alloy wheels.

Verdict

This new Peugeot E-5008 has moved the game on when it comes to seven-seat electric SUVs. It’s better looking, is packed with a lot more on-board technology and there are a wide choice of powertrains for an eclectic mix of buyers.

However, its driving experience isn’t as sharp compared to its looks or the old car for that matter, and prices are rather steep. But, if you take into account its lower running costs and rather practical interior, then the E-5008 does make a lot of sense for those larger families wanting to go electric.

Facts at a glance

• Model as tested: Peugeot E-5008 GT 73kWh 210
• Price as tested: £52,350
• Engine: 73kWh battery pack
• Power: 213bhp
• Torque: 250Nm
• 0-60mph: 9.5 seconds
• Top speed: 106mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 310 miles
• Charging speed: 160kW

By Cameron Richards

With more and more choices available for those in the market for a large and practical SUV, what does the 3 offer? Cameron Richards finds out.

What is it?

Polestar has become a well-known brand here in the UK ever since it launched its ‘2’ electric SUV back in 2020.

While it used to be the sub-brand of Volvo, Polestar decided to go its own way and start to focus on its electric vehicles while decarbonising its manufacturing processes to reduce its impact on the wider world.

Having surpassed 30,000 sales in the UK alone with its one and only model, the 2, the firm is now stepping things up with a couple of brand-new SUVs.

The 3 is the latest addition to the company’s model portfolio and has the BMW iX and the new Volvo EX90 in its sights. We’ve driven it here in the UK to find out what it’s like.

What’s new?

This is the firm’s latest model that will be competing in the forever-growing electric SUV market.

It sits on the latest SPA2 EV platform which is shared with Volvo for its latest EX90 model, too.

The car features some of the latest on-board technology as well as over-the-air updates to keep the car’s software up to speed. Plus, there is an array of different option packs to help the consumer choose the right version for them.

What’s under the bonnet?

There’s just one battery pack available on the 3 – a large 111kWh unit – but from there, you’ve got three different motor setups to choose from.

There is a rear-wheel-drive Long Range version with a single electric motor that Polestar claims can do up to 403 miles on a single charge. It gives out 295bhp and 490Nm of torque, too.

On top of this, there is an all-wheel-drive dual motor version that bumps power up to 483bhp and increases torque to 840Nm – but the range drops to a claimed 392 miles.

Finally, you can purchase this version with a Performance Pack — which we’re driving. It cranks up the power even further to 510bhp and 910Nm of torque – but expect a total distance of up to 348 miles between trips to the plug.

All versions are compatible with 250kW DC rapid charging, taking the car from 10 to 80 per cent in half an hour.

What’s it like to drive?

This new Polestar is one of the first EVs to come as standard with torque vectoring. This enables different amounts of power to be sent to each wheel to help improve cornering, stability and overall performance and you can definitely feel it working here. Considering the 3 is such a big vehicle, it corners almost flat with acres of grip which really does inspire confidence on a twisty road. The acceleration in this Performance Pack car is mesmerisingly quick — but the way it builds up speed is very smooth and progressive.

On the motorway, its refinement is superb with very little wind and road noise intruding into the cabin – making it the ideal motorway mile muncher. What’s more, the seats do a tremendous job of supporting you as well as being as comfortable as possible. The air suspension means the car floats along with very little in the way of the car getting nervous or upset over imperfections in the road – it really is a comfortable car to drive.

The only negatives are due to its sheer size, feeding through small towns can be a bit of a chore. Also, Polestar still puts almost every control through the infotainment screen which can be a pain to use on the move — especially simple things like adjusting the mirrors. But, at least it’s all displayed in big text so you don’t press the wrong feature at any given time.

How does it look?

As the 3 sits on the SPA2 EV platform, its ride height is higher than the ‘2’ and ‘4’ models in the firm’s line-up. Although it’s a subjective matter, the Polestar 3 does stand out from the crowd with its curves and kick-up rear window design.

Meanwhile, design cues from the ‘2’ are noticeable throughout with the slim front headlights and sloping roofline. Also, there are a wide choice of alloy wheel sizes including our car’s 22-inch design that don’t affect ride comfort, either.

What’s it like inside?

Minimalism is what the brand wants to achieve and likewise with the smaller ‘2’, the 3 delivers that with a light and airy cabin that wants to focus on space and comfort, without too many physical controls to complicate things. A lot of the materials used throughout are sustainable to help keep with the company’s plan to decarbonise its manufacturing process.

In terms of tech, there is a portrait 14.5-inch central touchscreen that has Android developed software and it features apps such as Google Built-in. The seats are of a similar design of those from Volvo, which is no surprise considering Polestar used to be the sub-brand of the Swedish brand.

Storage is excellent with a large centre cutout under the centre console, as well as a decent armrest with storage and massive door pockets.

In the back is where things step up a gear with acres of head, leg and knee room and the completely flat floor means three people can sit comfortably in the back, too.

Boot space on the other hand stands at 484 litres or 1,411 litres with the seats pushed down, which is a shame because cars like the BMW IX offer more room here. It also doesn’t feel as deep as it could be, which is frustrating for what is an otherwise very practical car.

What’s the spec like?

The Polestar 3 comes with a choice of different option packs instead of trim levels to make it easier for the buyer.

Options include the Performance pack which includes 22-inch wheels, a tuned chassis and different software. There is also a Pilot pack featuring a 3D camera and lane change assist as well as a Plus pack which includes a 25 speaker Bowers and Wilkins sound system.

The range kicks off at £69,900 for the Long range Single motor variant, however we’re driving the Long range Dual motor Performance which starts at £81,500.

Verdict

Polestar shouldn’t be worried about its new 3 because it’s a very good and plush electric SUV. It faces some stiff competition but regardless of that, consumers will still like the vast array of standard equipment levels, superb quality and comfort levels as well as its dynamic driving experience.

The looks may not be to everyone’s taste, but that’s a matter of opinion and in this instance, Polestar could be onto something that could steal the crown away from its German competitors.

Facts at a glance

• Model as tested: Polestar 3 Launch Edition Dual motor Performance, Pilot and Plus pack
• Price as tested: £90,200
• Engine: 111kWh battery
• Power: 510bhp
• Torque: 910Nm
• 0-60mph: 4.5 seconds
• Top speed: 130mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 348 miles
• Charging speed: 250kW

By Cameron Richards

The X3 is one of BMW’s most popular SUVs, but can a new version bring extra appeal? Jack Evans has been finding out.

What is it?

BMW’s X3 has always been a car to break new ground. Back when the first generation model arrived in the early 2000s, it became the first ‘Sports Activity Vehicle’ of its type, blending the off-road-inspired look of a proper four-wheel-drive with the on-road dynamics that would help it to be easier to live with day-to-day. Across three generations, it has grown and evolved, developing a key role in the BMW’s line-up.

Now, the fourth-generation X3 is with us, bringing some of BMW’s latest technology alongside a slight growth spurt which should help to make it even more practical than the car it replaces. We’ve been driving it out in Germany to see just what it’s like.

What’s new?

From the outside, this new X3 looks significantly different to the car it takes over from. It’s a far more rounded affair, with a bonnet which stretches right over the nose of the car to create quite an impactful-looking car. It’s certainly not the most controversial of designs that we’ve seen from the Bavarian brand in the last few years, but it’s a look which will definitely get people talking all the same.

It’s a physically bigger car than before, too, having been stretched by 34mm and widened by 29mm yet because it’s lower, the whole effect is to make a car which looks sleeker overall. The good news is that the increase in size means it’s more practical than before; boot space has risen by 20 litres to a decent 570 litres, or 1,700 with the rear seats folded down. It’s got more than enough luggage space for most occasions as a result.

What’s under the bonnet?

The new X3 is accompanied by a range of engine choices and all gain some form of electrification. The car we’re driving is the range-topping M50 version, which utilises a 3.0-litre turbocharged straight-six engine which, with its 376bhp, is one of the most powerful engines of its type ever created by BMW. Linked to a 48-volt mild-hybrid system and xDrive all-wheel-drive, the X3 M50 will nail the 0-60mph dash in 4.4 seconds and head onwards to a top speed of 155mph.

However, because of that electrification it’s a little more economical than you may think. You should be able to manage around 30.5mpg on a longer run, in fact, though drive in a keener fashion and that figure will tumble quickly.

What’s it like to drive?

Been out driving some new BMW models this week. Here’s the new X3, in speedy M50 spec. Thoughts on the colour? I’m a fan. pic.twitter.com/Ga0OtHK6mr

— Jack Evans (@jackrober) September 17, 2024

In M50 specification the X3 really is a car with two characters. On the one hand, with all of its settings dialled back it remains composed and quiet, with a smooth-shifting engine that falls away into the background to create a car that’ll happily chew away at the miles during those long-distance trips. The steering is very light, mind you, and though this does take away some of the sportier feeling of this M50, it makes the X3 a breeze to pilot around town.

However, switch into one of the car’s sportier modes and it’s a far different thing. There’s a noticeable increase in exhaust sound – some of it genuine, most of it piped in through the speakers – and the acceleration becomes even sharper. To drive quickly, the X3 M50 remains balanced and focused, staying level through corners but bringing a level of agility that you wouldn’t usually associate with a car in this segment.

How does it look?

The whole exterior of the X3 is far more bubble-like than before. Much of this comes from a greater emphasis on aerodynamic efficiency, making this BMW more slippery through the air. You’ll find loads of neat touches dotted across the exterior of the car, too, from the flush-fitting door handles to the roofline which extends right the way back and fully into the rear of the car.

You’ve got a decent spread of colours to choose from, too, with the deep red on ‘our’ test car looking particularly classy in the metal.

What’s it like inside?

It’s something of a mixed bag inside the X3. On the one hand, there are many good materials used throughout and it’s all put together well. However, contrasting those nicer materials are some pretty nasty ones, which are cheap-feeling plastics used lower down the cabin and along the underneath of the main screen. That latter area is a particularly bad place to find this, as it’s a point you’ll frequently interact with when operating the main display. The light bar running around the cupholders and under the main infotainment screen will no doubt divide opinion, too, though its colour-changing nature is quite impressive when you first use it.

Space-wise, things are good though. Those in the rear of the X3 get plenty of head and legroom, while the amount of foot room underneath the front seats is particularly useful. As we’ve touched upon, boot space is good, too, and there’s an incredibly easy-to-use parcel shelf which simply clicks into place and has its own storage area underneath the boot floor for when it isn’t in use.

What’s the spec like?

That main screen is one of the most noticeable inclusions on the new X3. Like other modern BMW models, it’s a wraparound type setup that combines a 12.3-inch information display and a 14.9-inch digital dashboard to create an impressive, near-seamless section of glass. Fortunately, it’s easy to use and is packed full of features, though it might be nice to have a few physical shortcuts as switching between different apps can be a little cumbersome at times.

On this range-topping M50 you’re getting all of the major bells and whistles, too, including large bucket seats and carbon fibre shifting paddles behind the steering wheel. However, all cars benefit from heated seats and three-zone climate control as standard, as well as acoustic glazing which helps to keep the X3’s cabin as hushed as can be.

Verdict

The new X3 has improved its game in many key areas. It’s just as dynamic to drive as its predecessor – particularly in this ‘hotter’ M50 version – and thanks to a growth spurt it’s now even more practical, which will make it a great choice for families and those who need some added practicality. There’s plenty of tech on-board too and the engine range is expansive enough to bring something for all types of drivers.

While some of the interior materials are a let-down, this remains – overall – a premium-feeling SUV which is backed by some very surprising driving dynamics which make it a lot more fun to drive than you might expect.

Facts at a glance

• Model as tested: BMW X3 M50
• Price as tested: £66,980
• Engine: 3.0-litre turbocharged petrol
• Power: 376bhp
• Torque: 580Nm
• 0-60mph: 4.4 seconds
• Top speed: 155mph
• MPG: 30.5mpg
• CO2 emissions: 175-189g/km

Available in petrol, hybrid and electric format, does this updated car improve what already was a good supermini? Cameron Richards finds out.

What is it?

The 208 is an important car for Peugeot as it is the firm’s smallest model and one of its most popular.

Since 2020, it has been using the same chassis and mechanical underpinnings as one of Britain’s most loved cars, the Vauxhall Corsa. And, while that might put some people off, Peugeot’s reputation for making fun, agile and exciting small cars hasn’t gone a miss with the 208.

What’s new?

It’s subtle yet noticeable, but the exterior has an updated front end with a new radiator grille and lion claw LED daytime running lights. The interior has also been given extremely minor changes such as a redesigned gear selector and a larger touchscreen system, but apart from that, the car has remained the same, which isn’t a bad thing because the 208 is a great-looking car inside and out – to our eyes, at least.

More noticeable is the option of two new hybrid powertrains, which should give more choice for the consumer looking for one of these Polo-sized superminis.

What’s under the bonnet?

You can get the baby Peugeot with a choice of up to five different engines offering petrol, hybrid and electric versions.

We’re driving the 1.2-litre turbocharged petrol hybrid which is available in two different power guises.

Our car is the more powerful 134bhp unit that also produces 230Nm of torque and does 0-60mph in 7.9 seconds before running out of puff at 127mph. All hybrid and electric versions of the 208 come with an automatic gearbox as standard, although the entry-level 1.2-litre turbocharged petrol engine comes with a six-speed manual.

What’s it like to drive?

Firstly the negatives. The 208 still has the firm’s traditional stubby and compact steering wheel that, although feels great to use, obscures the dials depending on your seating position.

Now, small Peugeot’s have grown a reputation to be fun and nimble and this improved 208 certainly follows the footsteps of older models in the range. Around town the car is easy to manoeuvre and has very light steering. Out on the open road, although the steering is vague, sport mode adds a bit of weight to it and sharpens the throttle response, which transforms the car into a fairly entertaining little car. By no means does it have the charisma or charm of hot Peugeots of yesteryear, but as an everyday small car, it really isn’t bad.

What’s more, the efficiency of the hybrid powertrain means that on a good run you’ll see fuel economy readings of 50 to 55mpg and on the motorway although there is a fair bit of tyre roar from our test car’s larger alloy wheels – wind and road noise is kept to a minimum.

How does it look?

Considering underneath its skin lies the mechanicals of a Vauxhall Corsa, Peugeot has done a great job in differentiating the two.

The famous lion claw LED daytime running lights give the front an aggressive presence and the firm’s new logo is now located in the grille with a ‘208’ badge positioned at the top of the bumper.

The side profile has a rather muscular look with deep creases and bodylines that run the width of the doors, plus at the back the gloss black rear diffuser and further lion claw themed lights continue adding to the car’s sporty appeal.

What’s it like inside?

All Peugeots have a dynamic and driver focused edge in their interiors and the 208 has lots of this reminiscence. The dashboard is angled towards the driver and the aeroplane-styled shortcut toggle switches still carry on from the old car, too. Interior quality is good, with only lower down trim feeling a little cheaper in places, but the piano black trim and carbon fibre effect door card surrounds on our test car makes the cabin feel more upmarket without being tacky and over the top.

The only downsides are the typically French miniature glove compartment and the interior space in the back is on the compact side with limited knee and headroom, plus the rear doors are rather small, making access to the rear harder, as well. The boot space stands at 352 litres with the seats in place and extends to 1,163 litres with them flipped down, which is on par with its German rival, the Volkswagen Polo and bigger than its French competitor, the Renault Clio.

What’s the spec like?

There are only three trim levels to choose from and whatever model you go for, there are plenty of toys to keep anyone happy with the range consisting of Active, Allure and GT.

The entry-level Active is priced at £20,860 and includes automatic headlights and wipers, climate control and LED headlights.

We’re driving the top-of-the-line GT which comes in at £25,810 and boasts ambient lighting with a choice of eight colours, a black roof and 3D instrument panel. Our exact test car with a few options is over £30,000 which is pricey when you come to think that it’s still a car competing with the Volkswagen Polo and Renault Clio.

Verdict

Small Peugeots always prove themselves popular in the UK and this updated 208 will continue that trend.

Not only has this update improved what already was a good looking supermini, but the new hybrid powertrain really suits the car as it combines decent fuel economy and efficiency with more power and better driving dynamics.

The biggest issue is the price. With our test car’s £30,000 asking price, it makes it dearer than a Toyota Yaris hybrid which is more fuel efficient and has a better powertrain setup. But, if you take into account its overall package, the 208 is still an entertaining and likeable supermini that oozes French chic.

Facts at a glance

• Model as tested: Peugeot 208 GT hybrid 136
• Price as tested: £30,060
• Engine: 1.2-litre turbocharged petrol hybrid
• Power: 134bhp
• Torque: 230Nm
• 0-60mph: 7.9 seconds
• Top speed: 127mph
• MPG: 50.2mpg
• CO2 emissions: 105g/km

By Cameron Richards

It’s been a busy old time for the iX2 of late. It’s one of those cars which feels effortless to drive; you jump in, put the stubby gear selector into drive and you’re off. The electric powertrain means the iX2 is perfectly at home around town, but with the warmer weather, I’ve been seeing the car’s range creeping up and now it’s delivering just over 270 from a full charge.

Sure, I still believe that EVs shouldn’t be so affected by temperatures – it seems unfair given the claimed range figures which are advertised – but I can’t help but enjoy the extra miles brought on by a brighter spell.

I’ve also been exploring some of the iX2’s other onboard features. One is the interior monitor; this is an in-car camera which you can remotely access via the smartphone app to check on your vehicle when it’s parked. It would be good if you’re leaving your car in one place for a little while, or if you’ve got something inside that you’d like to keep an eye on. While I wouldn’t ever leave my dog in the car when I’m parked up – and she wouldn’t be that happy about it, either – this could be a safety net for those who do.

Another feature I’ve been checking out is the drive recorder. A little like a conventional dashcam, it uses the car’s in-built cameras to take a recording out of the front of the vehicle. You can trigger itself when you’re on the move, or it’ll automatically roll if it detects an emergency situation. It could prove essential in an insurance claim. However, during a recent incident where someone else on the road carved in front of me – and I had to slam on the brakes – it hadn’t recorded a jot. But it seems to only auto-activate when a full-on accident has happened.

Incidentally, it’s one of the paid-for options on many BMWs. While the iX2 has it pre-loaded, drivers who don’t have it installed can do so for the princely sum of £199 for the year, providing your car is compatible, after all. Against the cost and wiring hassle of a standard dashcam it seems pretty good value, particularly if – like me – you’re not a fan of gadgets littering the dashboard.

Charging-wise, the iX2 is still proving breezy and the app is a big part of that. It notifies you about states of charge, the rate of charge and when it’ll all be completed. In conjunction with the Ohme app that I use to control our home wallbox, it makes for a very informative experience and means you’re always sure about how much charge the car will have. It’s good that you can pre-condition the car too and while it’s useful in summer, I imagine this function will make even more sense in winter when it’ll allow you to defrost the windscreen. That’s if it ever stops raining outside.

And speaking of rain, that’s one of the primary grumbles I have about the iX2. With the popularity of coupe-styled SUVs on the rise, you might’ve noticed that a lot of the latest cars come without a rear wiper – iX2 included. In a country like the UK, it’s a rather maddening omission and one which isn’t restricted to BMW either – nearly all car manufacturers are at it.

While some will claim that the aerodynamics of the sloping roof mean that the rain simply blows away, it’s complete nonsense – when it’s hammering down, it’s a nightmare to see out of the back and being unable to clear it is like having an itch you’re not able to scratch. Plus, once things have dried up – eventually – the streaky rear screen needs a quick wipe-down with a cloth to return it to any kind of usefulness. As an option, you could just opt for the more upright iX1 which gets a conventional rear screen and that all-important wiper. If I was picking between the two, this feature would come head-and-shoulders above the aesthetics of the coupe-styled iX2.

But aside from this precipitation-based grumble, it’s all rather pleasant. I would like some paddles behind the steering wheel to adjust the level of braking regeneration you get but, as standard, it strikes a nice balance. Plus, you can shift the gear selector into ‘b’ which increases the braking regeneration and I quite often do this when I’m driving around town – it gives a near-one-pedal driving experience that is ideal for those monotonous crawls through traffic.

I’m sure that the iX2 won’t be sitting still for long – it seems to be in near-constant demand. I’d like to see if there’s some way to trigger the on-board cameras when you activate the horn, too – that’d be quite handy, wouldn’t it?

Facts at a glance
Model as tested: BMW iX2 xDrive30
Price: £66,569
Engine: Electric motor
Power: 301bhp
Torque: 494Nm
Max speed: 112mph
0-60mph: 5.4 seconds
MPG: NA
Emissions: 0g/km
Range; 259-266 miles (claimed)
Maximum charge speed: 130kW
Mileage: 4,406

With a wide range of body styles, as well as diesel and electric versions, the consumer shouldn’t be left without choice. Cameron Richards finds out.

What is it?

It may look familiar and that’s because you’d be right – the Toyota Proace Max is near-identical to the Fiat Ducato, Citroen Relay, Peugeot Boxer and Vauxhall Movano.

All of them share the same bodies, platform, chassis and electrics, with the only differences being the badges and some exterior styling differences.

The Proace Max completes Toyota’s very extensive line-up of commercial vehicles, and with piston and battery-electric power on offer, it should attract plenty of buyers. Let’s find out what it’s like.

What’s new?

The Proace nameplate has been around for over a decade, and since 2016, Toyota has been in partnership with the Stellantis Group in building its vans.

The Max is the biggest sibling in the Toyota Proace family, sitting alongside the smaller City and Verso models. Not only that, but a wide selection of different body styles and powertrains are available to suit all. A vast array of standard safety features including crosswind assist are also fitted as standard, which helps keep the van stable when driving through strong crosswinds.

What’s under the bonnet?

Here on our shores, there will be a choice of diesel and electric versions. We are driving the predicted best-seller which is the 2.2-litre turbocharged diesel producing 138bhp and 350Nm of torque. There is a choice of either six-speed manual or eight-speed automatic transmissions available, too.

You can also specify the Max with an electric powertrain which brings a 110kWh lithium-ion battery pack with an electric motor which Toyota claims can do up to 261 miles on a single charge. The electric motor, meanwhile, produces 268bhp and 410Nm of torque and it’s compatible with 150kW DC rapid charging enabling the van to be topped up from zero to 80 per cent in 55 minutes.

What’s it like to drive?

My first van launch with @ToyotaUK. Been driving the new Proace Max which has been added the firm’s extensive commercial line-up. Available with piston or electric power. #proacemax #proacemaxev pic.twitter.com/ble2zKdOlF

— Cameron Richards (@CamRichards13) September 11, 2024

The cliche of ‘it drives like a van’ can be made here because that’s exactly how it feels. The Proace Max does exactly what it says on the tin and that’s great because it’s not pretending to be like a car.

To drive, you sit high up which gives you a commanding view of the road ahead and the door mirrors are very large with small blind spot detection lights which really helps when changing lanes on a motorway.

We’re driving the 2.2-litre turbocharged diesel with the six-speed manual. The engine is noisy and rough, but it has plenty of torque and is punchy and actually rather fun to whisk along. The gearbox is slick and precise and the clutch is nice and light.

Where the van falls down is in its refinement. With it being a tall vehicle you get a lot of wind and road noise – particularly around the door mirrors.

The EV version of the van is a lot quieter – as to be expected. It’s easier to drive due to the automatic gearbox and acceleration is pretty good, too. However, as the electric variant weighs an extra 750kg, you can feel it when you drive it – particularly when it comes to stopping.

How does it look?

Our test van is the length three (L3) by height two (H2) bodystyle and from almost every angle you could mistake it for one of its Stellantis’ twins, with the exception of the badging and the front grille.

Apart from those minor changes it’s all standard van territory with a very tall and boxy shape with vertically positioned rear tail lights. Like with its driving experience, the design is simple and easily recognisable as a van and that really isn’t a bad thing. The Stellantis group vans that the Max shares almost every compartment with have been around for over a decade and in that time their designs have aged exceptionally well.

What’s it like inside?

It will be of no surprise that the Proace Max shares almost all of its switchgear and dashboard layout with the rest of the Stellantis vans, but the design itself is simple and easy to navigate with physical shortcut buttons as well. The standard 10-inch touchscreen adds a little bit more of a modern touch and all the materials, although hard and cheap feeling, do look as though they will stand up to the test of time.

The only niggle that was found was depending on how tall you are and where you have the steering wheel positioned, it could obstruct the dials when driving – which is annoying.

What’s the spec like?

Toyota has decided to keep it simple yet generous for us British buyers. In fact, there is only one trim level you can choose and that is Icon.

Although there is just the one trim across the entirety of the range, there is a vast amount of different body styles including a Chassis Cab, Platform Cab, Tipper and a total of three different lengths named as L2, L3 and L4 and two different heights as H2 and H3.

The range kicks off at £34,715 ex VAT for the 2.2-litre diesel with the Chassis Cab bodystyle. Standard equipment is generous with all vans coming with a 10-inch multimedia touchscreen, a seven-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, traffic sign recognition and DAB radio.

Equipment across the range remains the same with prices rising up to £53,613 ex VAT for the L4 by H3 electric version.

Verdict

Toyota’s contribution to the commercial vehicle market has grown rapidly in recent years and the Max is the final piece in the firm’s Proace jigsaw puzzle. It may not revolutionise the way we look at vans, but its simplicity and a good mix of bodystyles and drivetrains give the business buyer a lot of choice. And, with one very well equipped trim level, the Proace Max certainly has value for money on its side, too.

Facts at a glance

• Model as tested: Toyota Proace Max Icon L3/H2
• Price as tested: £37,235 ex VAT
• Engine: 2.2-litre turbocharged diesel
• Power:138bhp
• Torque: 350Nm
• 0-60mph: N/A
• Top speed: 97mph
• MPG: 36.7mpg
• CO2 emissions: 198g/km
• Electric range for EV version: 261 miles
• Charging speed: 150kW

By Cameron Richards