Category: Reviews

This latest model will be sitting on Stellantis’ ‘Smart Car’ Platform, and is completely different to the old Frontera. Cameron Richards reports.

What is it?

The Frontera nameplate hasn’t been used on a Vauxhall since the original car went out of production way back in 2004. Since then, the company has focused on its practical family MPVs and SUVs.

Now that the demand for SUVs has risen even more, and the electric revolution is starting to take shape, Vauxhall has decided to bring back one of its household names and put it on its latest offering to rival the Peugeot 2008, Nissan Qashqai and new Citroen C3 Aircross – of which it shares its platform with.

With prices starting at £23,495, the Frontera is one of the cheapest SUVs on sale with the option of seven-seats for the hybrid and undercuts the competition from the likes of Peugeot and Nissan.

What’s new?

Though there’s nothing new about its name, the latest Frontera does sit on Stellantis’ ‘Smart Car’ Platform, which is also shared with Citroen’s new C3 Aircross and Fiat Grande Panda.

This new model will replace the outgoing Crossland SUV in the firm’s line-up and will sit between the smaller Mokka and larger Grandland.

Vauxhall now offers every model in its range with a choice of petrol, hybrid and electric power and the Frontera is no different.

The new car utilises Vauxhall’s signature black Vizor front end with a centrally positioned logo, while the interior design includes the firm’s Pure Panel Cockpit with two 10-inch screens.

The Frontera hybrid can also be equipped with an additional two seats for an extra £550, to make it one of the smallest and most affordable seven-seaters on the market.

What’s under the bonnet?

The Frontera will be available with a choice of either a fully electric version or a hybrid model.

The EV variant features a 44kWh battery pack and electric motor that gives a claimed range of up to 186 miles. In terms of performance, the motor produces 114bhp, allowing the car to get from 0-60mph in 11.9 seconds and up to a top speed of 87mph. DC rapid charging of up to 100kW is standard allowing the car to go from a 20 to 80 per cent top up in 26 minutes.

Later down the line, you’ll be able to get the Frontera electric with a Long Range option, which will have a claimed range of 248 miles.

Vauxhall also offers the Frontera with a hybrid powertrain that comes with 48V technology. Available with two power outputs, it gets a 1.2-litre three-cylinder turbocharged petrol with an electric motor that produces either 101bhp or 138bhp.

What’s it like to drive?

The Frontera is another nameplate to make a comeback! Driving impressions will be revealed on the 5th December. pic.twitter.com/YtKROJdCQj

— Cameron Richards (@CamRichards13) December 2, 2024

Small SUVs never feel that special to drive and the Frontera doesn’t differentiate in any shape or form.

Out on the road, the car is relatively refined at speeds except for a bit of tyre roar and it rides rather well over lumps and bumps on the road – making it comfortable on longer trips.

We’re driving the electric version and on a twisty road, the extra weight from its batteries can be felt through the steering with a lot of roll when coming out of the corners. Its acceleration isn’t exactly brisk for an EV and the steering is numb and lacks communication.

Another irritation is the large steering wheel obscures some of the infotainment screen, which is an issue found on its larger sibling, the Grandland. But, at least rear visibility is good thanks to the cut-out C-pillars and large rear windows.

The hybrid version feels a little more lively due to it weighing less than the electric variant and turns into corners better, making it have a slightly more characterful driving dynamics.

Overall, the Frontera doesn’t excel and is only average when it comes to its driving experience, but it will be more than acceptable enough for buyers.

How does it look?

The Frontera features Vauxhall’s latest design language which means that it has the firm’s black Vizor front end and bright Intelli-LED headlights.

Down the side, there is a split C-pillar design and pronounced wheel arches to make the car look bolder and wider.

At the back, the rear tailgate has a curved design to it, as well as featuring model-specific lettering and split rear tail lights.

What’s it like inside?

The dashboard design is similar to other Vauxhall models like the Grandland, and that’s a positive as everything is easy to access thanks to plenty of physical climate control buttons.

The ‘Flex strap’ is located around the front cup holders and is a handy little device that allows you to fasten and secure larger items into the storage area.

Vauxhall claims that the Frontera has a total of up to 23 litres of space inside for storage, including decent sized front door bins and a large centre armrest with a very deep cubby hole located inside.

However, as it’s a cheaper car, the materials used feel cut-price with lots of hard and scratchy plastics everywhere, and the fit and finish in certain areas are a little questionable.

In the back, there is excellent head and legroom for larger adults, due to the boxy design. But, the high floor on the electric version means that your legs rest rather high, making longer journeys less comfortable. However, in the hybrid model, the floor is lower, due to the lack of batteries, meaning the backseats are a lot more accommodating for longer trips. At least there are handy storage pockets on the back of the front seats and the rear doors open rather wide to make it a lot easier to gain access.

Our test car is the five-seater electric model and with the rear seats in place, there is a total of 460 litres of room. But, fold the back seats down – which rest almost flat – and that space jumps to 1,600 litres – which Vauxhall claims is six litres bigger than what you’ll find on the Astra Sports Tourer Electric.

What’s the spec like?

Vauxhall will only offer the Frontera in two flavours. This is to keep prices reasonable and to make it easier for buyers to choose what best suits their lifestyle. The Frontera is also on price parity, meaning you’ll pay the same for either electric or hybrid versions.

The range kicks off at £23,495 for the Design trim and it brings a rear-view camera, rear parking sensors, cruise control, a 10-inch touchscreen, rain-sensing windscreen wipers and a 10-inch digital instrument cluster.

Move up to the GS, which starts at £25,895 and it boasts features such as LED tail lights, 17-inch diamond-cut alloy wheels, a black roof, power folding door mirrors, climate control, rear privacy glass and front parking sensors.

Verdict

The Frontera is a smart move for Vauxhall as it offers a seven-seat family SUV with hybrid power. Or, the EV version will be available with two battery options to suit a number of different buyers and is an affordable entry-point for those wanting to go down the electric route.

It may feel cheap in places and the driving experience is only average. But, its decent boot capacity and handy interior storage along with its price parity with the hybrid and electric versions means that the Frontera is a very sensible choice for young families.

Facts at a glance

• Model as tested: Vauxhall Frontera GS Electric 44kWh
• Price as tested: £25,895
• Engine: 44kWh battery pack with an electric motor
• Power: 111bhp
• Torque: 125Nm
• Top speed: 87mph
• 0-60mph: 11.9 seconds
• MPG: N/A
• CO2 emissions: 0g/km
• Electric range: 186 miles
• Maximum charging speed: 100kW

By Cameron Richards

One of Volvo’s most popular SUVs has undergone new mechanical and external changes to make it better than before. Cameron Richards tries it out.

What is it?

It’s hard to fathom that the XC90 has been around since 2002 and was the Swedish firm’s first SUV.Skip just over two decades, and this big, friendly Volvo is only in its second generation—its current iteration was introduced in 2015.

But, with the recent introduction of the electric seven-seat Volvo EX90, does this conventional XC90 still have a place in the market? We find out what some subtle changes have done to improve this Swedish SUV.

What’s new?

On the face of it, the XC90 doesn’t look much different the older car. However, under closer inspection, you’ll notice the new front grille alongside the redesigned slimmer headlights while at the back, there are darker taillights and a refreshed lower bumper. But apart from these minor cosmetics tweaks, the recipe remains the same.The interior features new seat upholstery made from recyclable materials and the centre console has had a redesign to make it more practical and intuitive to use. There is a new 11.2-inch infotainment screen that includes Google Built-in and Google Assistant, too.

What’s under the bonnet?

Volvo has ditched its diesels in favour of cleaner hybrid and electric powertrains across its line-up and the XC90 follows suit.There are two engines to choose from. The entry-level badged ‘B5’ has a 2.0-litre turbocharged four-cylinder petrol with 48V mild-hybrid technology. It produces a total of 253bhp and 360Nm of torque while 0-60mph takes 7.5 seconds and it has a top speed of 120mph, too.

We’re driving the more powerful ‘T8’ plug-in hybrid that comes with a 2.0-litre turbocharged four-cylinder petrol engine that is mated to an 18.8kWh battery pack that can deliver a claimed 44.1 miles on electric power alone. In terms of power, it produces a total of 461bhp and a hefty 709Nm of torque. Acceleration-wise, 0-60mph is dealt with in 5.1 seconds and will carry onwards to 112mph.

All cars come with an automatic gearbox as standard and all-wheel-drive for that extra grip in the winter months.

What’s it like to drive?

Always feels a tradition to drive a new Volvo in Sweden. Driving impressions of the updated XC90 will be revealed on 25th November. pic.twitter.com/jxuu20vFS0

— Cameron Richards (@CamRichards13) November 7, 2024

The XC90 has always been an effortless comfortable and refined car which thankfully remains the same in this latest version. At speeds and on the motorway, the extra sound deadening has made driving this big Volvo quiet and very relaxing. Our test car was running on winter tyres and the larger 22-inch alloy wheels, but road noise wasn’t inflicted and the ride comfort was sumptuous, with only the very rutted bits of road agitating the car at all.

Visibility is excellent due to the large glass areas and rear quarter windows, and the standard rear-view camera is also clear, making manoeuvring in tight spots a lot easier.

The whole car, however, feels rather top-heavy with a lot of lean present when cornering. Meanwhile, the standard automatic gearbox is dimwitted and hesitant to decide what gear it wants to be in.

But, aside from these quibbles, the XC90 provides a comfortable, refined and effortless driving experience which is just what is required in this SUV segment.

How does it look?

Volvo updates its cars yearly with subtle changes rather than giving us new models every five years or so. The XC90 has hardly changed over its lifetime, and that’s no bad thing. The facelift gives the front end a cleaner look and the side profile still maintains its tall slab-sided stance.At the back, the rear retains its high-positioned taillights and the rear bumper has been redesigned – but apart from that, the XC90 still looks distinctively like an XC90.

What’s it like inside?

The materials used throughout the XC90 have a plush and high-quality feel and everything is well screwed together. Storage is good with large door bins and a decent glove box and the centre console has a good array of cubby holes and cup holders.

The second row is vast with a completely flat floor and a plethora of head, leg and knee room – even with the panoramic glass sunroof. The second-row seats also individually slide for more legroom or increase the already massive boot space.

The third row is less impressive with it only really being suitable for children or short journeys for average-sized adults. The materials used in the back also don’t feel as nice as up front, but at least passengers still get cup holders and storage areas back there.

Boot space varies depending on whether you go for the mild-hybrid or PHEV. The former comes with 302 litres with all seven seats up, or 680 litres with the third row folded and 1,856 litres with all the seats pushed down. The latter sadly has slightly less room due to its battery pack with 262 litres with seven seats, 640 litres in five-seater guise and 1,816 litres in two-seater format. But nevertheless, the space is vast with the XC90 being one of the best cars in its class for this category.

What’s the spec like?

There are three levels of trim available with the XC90 and all models come lavishly equipped, with the range starting with the Core model at £63,790, the Plus at £68,790 and the flagship Ultra starting at £75,290.

All cars come with the new 11.2-inch infotainment screen, a heated steering wheel, wireless Apple CarPlay, auto-folding door mirrors and a rear-view camera.

We’re driving the top-of-the-line Ultra which boasts a 1,400W 19 speaker Bowers and Wilkins premium audio system, massaging front seats, rear sun blinds and soft Nappa leather interior.

Verdict

The XC90 is never going to be seen as a sports car or a fun weekend toy. Instead, it has built up a reputation of being a comfortable, spacious and classless seven-seat SUV that still needs to be taken seriously even after a long production cycle. It may not be the most engaging car to drive in this segment, but it still offers a comfortable and relaxing experience behind the wheel.

This facelift has improved its looks, on-board technology and refinement. It’s competitively priced and is a great alternative for those who might want an EX90, but don’t want to go down the EV route just yet.

Facts at a glance

• Model as tested: Volvo XC90 Ultra T8 PHEV
• Price as tested: £84,150
• Engine: 2.0-litre turbocharged petrol with an 18.8kWh battery pack
• Power: 461bhp
• Torque: 709Nm
• 0-60mph: 5.2 seconds
• Top speed: 112mph
• MPG: 235.1mpg (est)
• CO2 emissions: 30 – 36g/km
• Electric range: 42.8 – 44.1 miles

By Cameron Richards

Modern cars are getting more and more complicated and it makes life difficult when things go wrong, reports James Baggott

Life with my long-term electric Audi has just got a little bit easier—and it’s all thanks to some tech that’s started working again.

Let me explain. Modern cars now have a rather annoying speed limit warning system that bongs at you whenever you go even 1mph over the speed limit.

Like lane departure warning systems, this ‘helpful’ piece of new technology cannot be turned off completely; it can only be muted every time you get in the car.

But on some cars – like the Audi SQ8 I’ve been driving – turning it off isn’t as simple as pushing a button. No, in the Audi, it’s buried at least four screens deep in a complicated multimedia system. Navigating your way through this while driving really is inadvisable.

Thankfully, earlier in my tenure with the SQ8, I found the ability to create a shortcut to turn off the speed limit warnings, but about six weeks ago it disappeared.

After a call with Audi UK, it transpired that these ‘favourite’ buttons are linked to my ‘user profile’. Another quirk of modern cars is you can now log into them, like a computer, to set personal preferences – but the SQ8 had forgotten I existed.

Despite driving the car every day it told me that I had not been logged in recently (I had), and decided I was no longer a user of the car. This had rendered all my personal preferences redundant.

After a lengthy call with an Audi engineer, a full factory reset was required of the multimedia system and – hey presto – I was back in action. I had to reset all my favourite buttons, including the one that turns off the speed limit warning, but thankfully it worked.

It did make me think about just how complicated new cars have become. While I love to be able to choose personal seating settings, have my favourite radio station primed and set up my favourite buttons for shortcuts like these, it’s a pain when they stop working.

Sadly, the reset hasn’t fixed my Apple CarPlay problem. That still won’t work, no matter what I do and I know it’s not my phone’s fault as I’ve tried it with other cars recently and it was fine. Annoying.

Anyway, enough about multimedia systems. How am I getting on with my year as an electric car owner? Well, I would say it’s still mixed. While I love the driving characteristics, the swift getaways and the silent driving, I am still borrowing other cars for long journeys.

I’ve tried a few public chargers and, while they are certainly getting better, the unreliability and not knowing whether those at my chosen stop will be occupied, or working, still fills me with dread. It’s added stress to a journey I just don’t need.

This is a huge barrier to EV adoption and I can understand why others are worried. It’s certainly not the car’s fault and for the majority of the time when I am charging at home, and making short journeys, it’s wonderful.

I still stick by my comments that electric cars make great second cars, but having the backup of one available that’s powered by ‘old fashioned’ fuel certainly makes life a lot less stressful.

On a practical level, with a recent third addition to the clan, there really isn’t enough space in the back of the SQ8 for three children. With two child seats plugged into ISOFIX anchor points on either side of the rear bench, my teenage daughter struggles to get comfortable in the middle.

The Audi SQ8 might look huge and there are parts, like the boot, that are pretty gigantic, but the space inside for occupants is at a bit of a premium.

I am impressed, though, with how the grey leather interior has held up over the year. We all know what kids can be like and the leather has been easy to clean and still looks fresh.

Facts at a glance

• Model: Audi SQ8
• Price as tested: £118,105
• Engine: Electric motor with 114kW battery
• Power: 496bhp
• Torque: 973Nm
• 0-60mph: 4.5 seconds
• Top speed: 130mph
• Range: 265 miles (claimed)
• Emissions: 0g/km CO2
• Mileage: 7,452

With a compact hatchback and sports saloon on the way, the BE11 is first offered from the Chinese firm, Skywell. Cameron Richards finds out more.

What is it?

You may have never heard of Skywell before and that’s because it has never sold a vehicle here in Europe – until now.

The firm began in 2000 and was called ‘Skywell New Energy’. It quickly became one of China’s leading bus manufacturers and in 2011 became part of the Skyworth group – which is one of the world’s largest consumer electronics companies.

The BE11 was the first self-developed car by the brand when it launched in China back in 2020 – though it was initially called the ET5.

What’s new?

Chinese-made electric SUVs might be a more common sight on our roads than they once were, but, the BE11 is the trailblazer of the Skywell brand here in the UK and Europe for that matter.

Since Skywell released the ET5 in China four years ago, the company has expanded to 12 production facilities across China and will be exporting to 100 countries worldwide.

It will be competing in a fiercely competitive market and will go up against cars like the Skoda Enyaq, KGM Torres EVX and the Nissan Ariya.

What’s under the bonnet?

The BE11 comes with a choice of two battery packs. There is the Standard range, which utilises a 72kWh unit and electric motor that generates a total of 201bhp and 320Nm of torque. It accelerates from 0-60mph in 9.4 seconds and the car runs out of puff at 93mph.

Skywelll claims that this version has a combined electric range of up to 248 miles on a single charge and 304 miles in the city. Meanwhile, 80kW DC rapid charging is compatible with a 20 to 70 per cent top-up completed in 36 minutes.

We’re driving the Long range variant, which comes fitted with a larger 86kWh battery pack and electric motor that has the same power and performance figures as that initial version, but its range increases to a claimed 304 miles combined and up to 401 miles in the city. Just like the smaller battery, the Long range can be charged up via a DC rapid charger that takes a 20 to 70 per cent charge in 45 minutes.

What’s it like to drive?

I’ve been driving the new Skywell BE11! It’s an intriguing car, I must say. pic.twitter.com/vQ5W6sXXN6

— Cameron Richards (@CamRichards13) November 22, 2024

Unfortunately, the BE11 driving experience isn’t a match with its rivals from Europe and Japan.

Behind the wheel, the car feels out of its depth on the open road with the steering having an artificially light feel and even with different driving modes don’t change it. The ride, meanwhile, is very bouncy and unsettled over even the smoothest roads and around the bends, the car has a lot of body roll while the budget tyres don’t produce much grip.

The brake pedal feels rather spongy and doesn’t inspire a lot of confidence at higher speeds. Finally, there is a lot of wind noise and tyre road, making the car feel rather unrefined on the road.

On the flip side, the car does have excellent visibility, making it a lot easier to manoeuvre in town and when reversing. This is thanks to the rear-quarter windows and large glass area, which on a car of this class is great. Plus, the acceleration is smooth.

Overall, the BE11 is lacking behind its rivals with the driving characteristics unpolished and needing a lot of work.

How does it look?

The design of this Skywell is inoffensive in the way that it doesn’t look revolutionary, but it doesn’t come across as ugly, either.

The front features the firm’s ‘Razor’ headlights with LED daytime running lights and chrome lower front bumper. The side profile features black plastic cladding and chrome trim to liven the design up a little bit and all cars come with satin silver roof bars.

At the back, the car incorporates a full-width rear light bar with the firm-specific lettering integrated into the glass, and there are portrait-orientated fog lights.

What’s it like inside?

The interior design of the Skywell is relatively simple and feels plush in most areas. It’s nice to see physical buttons for the front and rear de-mist, but it would be even better to see physical controls for the climate control.

The standard 12.3-inch infotainment screen is slick and easy to navigate, and there is wireless Apple CarPlay and Android Auto.

In terms of storage, the glove box is of an average size, but you do get a split centre armrest that features a rather deep storage area.

Where the BE11 really stands out is in the back. The room for passengers in the second row is excellent with acres of head, leg and knee room and even with the panoramic glass roof, there was no compromise with space.

Boot capacity is also generous with a total of 467 litres with all the seats in place, and that extends to 1,141 litres with the rear bench folded down – and they do go completely flat, too.

What’s the spec like?

Since the BE11 is the firm’s first model to be introduced in Europe and the UK, Skywell has kept it simple by offering just one trim level.

Prices start at £36,995 for the standard range car and increase to £39,995 for the Long range model that we’re driving.

All cars come very well equipped and feature 19-inch alloy wheels, a powered tailgate, rear privacy glass, a 12.8-inch infotainment screen, wireless Apple CarPlay and Android Auto, electrically adjustable front seats and Metz premium audio system. However, it’s a concern that the BE11 doesn’t feature some vital safety features such as lane-keep assist, traffic sign recognition or even adaptive cruise control.

But, all cars come with the brand’s seven-year or 100,000-mile warranty and an eight-year or 155,000-mile battery warranty.

Verdict

As a first attempt from Skywell, the BE11 needs a lot of work to put it in line with its rivals. The driving experience is rather flawed and it feels unsettled and unrefined at speed.

Sure, it comes with a decent electric driving range and it undercuts its competitors on price, as well as offering decent space for passengers and their luggage. But there are better SUVs in this category that offer a sharper drive and feel a lot more sophisticated while offering a range that matches – or even betters – that offered by this BE11.

Facts at a glance

• Model as tested: Skywell BE11 Long range
• Price as tested: £39,995
• Engine: 86kWh battery pack
• Power: 201bhp
• Torque: 320Nm
• Top speed: 93mph
• 0-60mph: 9.4 seconds
• MPG: N/A
• CO2 emissions: 0g/km
• Electric range: 401 miles
• Maximum charging speed: 80kW

 

By Cameron Richards

The little Kamiq is starting to be used a lot more frequently, but there are still a few irritations that have cropped in. Cameron Richards explains.

Four months into living with Skoda’s Kamiq and just like its older brother, the Karoq, it’s a very easy car to live with. But, it’s not all butterflies and clear skies, as a few electrical gremlins are still driving me mad.

We’ll get the bad bits over with first I think. Last month I said that the wireless Apple CarPlay was finally playing ball – but, I must have jinxed it because the typical ‘unable to connect’ has reappeared several times. When you start the car up, the phone connects straight away but then will have a tendency to just randomly disconnect for no reason. Even worse still, when you’re driving along listening to music and then it just drops out, and then spontaneously reconnects.

Secondly, last week, the tyre pressure monitoring light popped onto the dashboard saying that ‘a sudden loss of tyre pressure has been detected’. But, in fact, it was just a case of resetting the system, which thankfully is very simple and straightforward to do.

Regardless of those minor setbacks, the Kamiq has been very easy to settle down with. It’s been on a couple of longer airport runs towards Heathrow and Gatwick and has been smooth, quiet and comfortable. The bucket seats in our Monte Carlo model offer great support and look very sporty – it’s just a shame that our car hasn’t got the winter pack option, which adds a heated steering wheel and front seats – but that’s a first-world problem for you. Furthermore, a couple of weeks ago on my way up to Gatwick airport, I managed an impressive 55.1mpg out of this little Skoda, which even I had to take a second glance at. Around town, I’ve been averaging around 37-39mpg, but it’s clear that if you’re careful with your right foot on a longer run, the Kamiq can be very frugal.

Another handy feature is the reversible boot mat which is rubberised to stop your bags sliding about, and it’s also wiped clean, which makes it a lot more practical when you’re out and about in the countryside.

The Skoda’s daily duties have taken me to the local shops and down to the gym and I have to say, around town, it’s just as comfortable to potter about in as it is cruising on the motorway. I’m still not convinced of the DSG automatic gearbox which hesitates when you’re pulling away from a junction and the different drive modes don’t really change the experience to be honest, either. Thankfully, due to the Kamiq’s smaller dimensions, it’s not a chore like other SUVs to drive through narrow back roads and around the town centres. Parking is also helped with the rear-view camera and parking sensors – and the visibility all around is excellent.

Having a manually operated handbrake is a joy and it makes you realise how much you appreciate the car ergonomics of yesteryear. But, due to almost every new car featuring an electronic button, there have been occasions where I have almost forgotten to deploy the handbrake.

Although this month, I haven’t really been ferrying passengers around, the excellent levels of interior space have made chucking things into the back seats easy and the array of cubby holes make it ideal for storing your mobile phone away. I’m still yet to make use of the little bin located in the driver’s door card, but it’s nice to know that it’s there.

Overall though, despite its very irritating user interface and slightly anonymous driving characteristics, the little Kamiq is still a plucky and likeable car to live with and it’s not a vehicle that I would be ashamed or embarrassed to have parked on my driveway. I’ve still got two months to go with it, and a few more trips planned. It’ll be interesting to see how the car performs in the colder, darker months that lay ahead.

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: 55.1 mpg
• CO2 emissions:
• Mileage: 4,288 miles

By Cameron Richards

The B-Segment SUV market is booming, and Mini has just launched its Aceman out into the wild to rival the likes of the Volvo EX30. Cameron Richards finds out more.

What is it?

Ever since the original BMW Mini was launched back in 2001, the firm has grown into a premium sub-brand of the German car manufacturer and produces some of the most entertaining and quirky cars on sale today.

The new electric-only Aceman arrives to sit between the Cooper hatchback and Countryman, rivalling the likes Volvo’s EX30 and the Jeep Avenger in the fiercely competitive B-segment SUV class. But, does this new Mini have what it takes to climb to the top of the class? We’ve been finding out.

What’s new?

Mini is focusing on an electric future and it has an ambitious target to become an EV-only vehicle manufacturer by 2030. The Aceman is the first model in the firm’s lineup to be sold exclusively as an electric vehicle with no hybrid or piston-powered version on offer.

It features an eco-conscious interior with a lot of recycled materials used throughout as well as using Mini’s latest 9.5-inch OLED display screen. Furthermore, new features such as the Mini app allow you to lock or unlock, charging progress and electric range all controlled by your smartphone.

What’s under the bonnet?

There is a choice of two powertrains for the new Mini Aceman, held underneath slightly different badging to make differentiating between the pair easier. 

The base ‘E’ comes with a 42.8kWh battery pack and brings an electric motor that produces a combined 186bhp and 290Nm of torque. It also has a claimed electric range of 192 miles and a top speed of 99mph.

We’re driving the more powerful ‘SE’ version that incorporates a larger 54.2kWh battery pack – lifting range to 252 miles as a result – while 221bhp and 330Nm of torque means 0-60mph takes 6.9 seconds and a top speed of 105mph. 

What’s it like to drive?

Been out driving the new Mini Aceman in Copenhagen today. Driving impressions will be revealed on October 29th. pic.twitter.com/HDR85ZQjqJ

— Cameron Richards (@CamRichards13) October 1, 2024

The cliche from Minis of yesteryear that ‘it handles like a go-kart’ may have been pushed to extremes recently, but nevertheless, this Aceman is a great car to drive. Its steering is neat and precise and it holds onto the road very well. Our test car has larger 18-inch alloy wheels, but even so, the ride is not compromised at all – with only the larger imperfections being noticed when driving. It’s also refined and sits on the motorway very comfortably, too.

Visibility is excellent thanks to the large C-pillar cut-out windows, and driving around town is a doddle thanks to its smaller proportions.

The most irritating thing on the move is the odd spaceship-esque noise that sounds through the cabin – but at least you can turn that off. Furthermore, the infotainment screen is a little fiddly to operate on the move with its clumsy interface and small shortcut buttons.

There are seven different driving modes, but our favourite is ‘go-kart’ mode which sharpens the throttle and steering response to make the driving experience even more engaging.

How does it look?

From any angle, the Aceman is distinctively a Mini. The front incorporates the traditional hexagonal front grille and the side profile features flush door handles and rugged looking wheel arch covers and lower body mouldings. At the back, there are the Union Jack-wearing rear tail lights, though drivers can customise these in up to three different light designs that can be controlled by the car’s infotainment screen.

Overall, the design looks between a Cooper hatch that’s been to the gym and the bigger Countryman that’s lost some weight, and even though that might sound like an odd combination, the design works. The Aceman is a great-looking small family SUV – to our eyes, at least.

What’s it like inside?

Inside, it’s business as usual for Mini. Sustainability is what the brand is focusing on with a 2D knitted fabric effect on the dashboard and door cards, and this material even finds its way into certain cubby holes, too. The standard 9.5-inch OLED circular touchscreen is clear and gives the interior that distinct identity, and there are plenty of storage areas such as cupholders, door bins and an average-sized glove box to keep personal belongings.

The quality of the interior does feel cheap in some places, but thankfully the knitted fabric masks that to make the cabin feel more premium. Step in the back and there is sufficient room for occupants, however, our test car has the optional glass panoramic roof which does eat into headspace somewhat. 

The boot space stands at 300 litres with the seats in place but that extends to 1,005 litres with them folded down – which is slightly smaller than a Volvo EX30 and even more so than a Jeep Avenger. The rear seats also don’t lie flat – however, there is some underfloor storage for hiding your charging cables, though.

What’s the spec like?

Mini likes to keep things simple when it comes to customers specifying what they want, so it comes as no surprise that the Aceman is available in just three different flavours – Classic, Exclusive and Sport.

We’re driving the mid-range Exclusive with the higher-powered SE powertrain and it comes in at £39,600 and boasts features such as LED headlights, automatic climate control, DAB radio and ambient lighting.

Higher specced Sport models add equipment such as John Cooper Work front and rear bumpers, as well as side skirts and a rear roof spoiler, too. 

Verdict

Minis has gained a reputation for being quirky, fun and unique – and the Aceman follows in these footsteps. Not only is it modern and fresh, but the funky interior, clever design cues and great driving dynamics give all the benefits of the standard Mini hatch, in a more practical and easier to live with package without being too large for most.

Also, with plenty of combinations for its exterior and interior, there will be a version to suit all. It’s just a shame that the infotainment system is still fiddly to use and interior quality doesn’t match our car’s £36,000 asking price, because otherwise, the Aceman is a great all-round compact crossover EV that should be given a second glance. 

Facts at a glance

 

• Model as tested: Mini Aceman SE Exclusive
• Price as tested: £36,300
• Engine: 54.2kWh battery
• Power: 221bhp
• Torque: 330Nm
• 0-60mph: 6.9 seconds
• Top speed: 105mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 252 miles
• Charging speeds: 70kW

By Cameron Richards

 

A legendary nameplate has made a comeback, but it’s not on a two-door coupe. So, what has Ford done? Cameron Richards finds out.

What is it?

It feels odd in a modern era that you can buy a brand-new Ford Capri. However, it’s not arriving as quite the same model as the classic wedge-shaped muscle car that first arrived in the early 1970s.

However, this new model has ditched the two-door coupe market entirely and instead headed down the electric SUV route with the Skoda Enyaq Coupe and Cupra Tavascan set in its sights. 

Although that might upset a lot of the Blue Oval enthusiasts – to others it simply won’t matter. What we want to know is – is it any good? 

What’s new?

Underneath its skin, you’ll find the same underpinnings as on the larger Ford Explorer which sits on the Volkswagen Group MEB platform and even uses batteries from the German giant as well.

It means the Capri is the same car underneath as some of its main rivals, the Skoda Enyaq Coupe, Audi Q6 e-tron and Volkswagen ID.5.

However, if you take a closer look at the car, you’ll notice some borrowed parts from its larger brother – the Explorer. Both cars share the same bonnet, doors and front wings, but the rest of the car is a bespoke design.

What’s under the bonnet?

There will be a choice of three different battery packs from launch. The standard range will be launched next year and comes equipped with a 52kWh unit with power being sent to the rear via a single motor. Ford hasn’t revealed an exact electric range but it’s expected to be around 250 miles, but the electric motor on board produces 168bhp.

Then there’s the option of either an extended range 77kWh battery version with a single motor and a 79kWh unit with all-wheel-drive. 

The former comes with an electric motor that produces 282bhp and 545Nm of torque. Ford claims this version can do up to 390 miles between charge-ups. It has a charging speed of up to 135kW – taking the car from 20 to 80 per cent in 37 minutes.

The latter has a slightly smaller range of up to 348 miles but power increases to 335bhp and 679Nm of torque. Meanwhile this version can also charge at a speed of 185kW – taking the car from a 10 to 80 per cent top up in 26 minutes.

What’s it like to drive?

Been out in Marseille driving the new Ford Capri. Can’t reveal what it’s like until October 29th. pic.twitter.com/m1fya9Uaox

— Cameron Richards (@CamRichards13) October 22, 2024

It’s always very challenging for a car manufacturer to make a high-riding SUV that also is engaging and composed. The Capri won’t feel as special or dynamic as the model from yesteryear, but if you forget the legacy behind its name and look at it from a completely different perspective, the Capri isn’t bad at all.

To drive, the car corners well with not too much body roll and the steering doesn’t have too much artificial assistance. It’s also very quiet and refined at speeds, plus the drivetrain is smooth and has decent performance. We’re testing both the rear-wheel-drive and all-wheel-drive models and the former has a superb turning circle – due to the lack of motors on the front axle, but the latter has more power and extra grip when cornering hard.

However, the brake pedal does feel spongy and doesn’t inspire a lot of confidence, and the thick A-pillars and narrow back window restricts visibility both when reversing and driving forward.

How does it look?

Compared to the Capri of the 60s, 70s and 80s this new car couldn’t be any more different. From some angles, you could mistake it for a Polestar 2 and while some might see that as a bad thing, the Swedish EV isn’t exactly an ugly car.

This new Ford features blacked-out A-pillars and a kick-up rear window and quarter light. Meanwhile, at the front, the headlights include quad LED daytime running lights and engraved model-specific lettering on the front bumper. 

At the rear, there is more of a coupe saloon look with a booted tailgate and lack of rear windscreen wiper. Plus, the lower bumper is finished off in gloss black and here the model-specific lettering continues. Overall, the new Capri will be one of those cars that divides opinion when it comes to looks.

What’s it like inside?

It’s no surprise that when you take a first glance at the interior of the Capri, you’ll find it vastly similar to the Explorer. That means it features the same 14.6-inch portrait touchscreen which also adjusts to reveal a nifty storage compartment, and there is what Ford calls the ‘Mega Box’ which is a 17-litre storage area under the centre armrest. Furthermore, there is a cut-out tucked under the centre console, as well. The standard Soundbar mounted on top of the dash is a nice touch.

But, take a closer look and like its sibling, you’ll find Volkswagen Group buttons on the steering wheel as well as on the doors. They’re fiddly to use on the move. Plus, the interior quality isn’t the best with a lot of hard plastics and the door cards feature a light grey material which looks like it will age badly and stain relatively easily.

Space in the back is relatively impressive for a car with a rather swooping roofline. Leg room and knee room are excellent. However, sit up straight and average-sized adults will hit their heads on the roof of the tailgate.

Open the boot and you’ll be greeted with 572 litres of space, plus there is underfloor storage. Fold the back seats down – which lie flat, and it transforms into 1,510 litres. That means the Capri is on par with its rivals Skoda and Volkswagen and has a much more usable room than a Polestar 2 and Peugeot e-3008.

What’s the spec like?

The UK will be getting just two different flavours of Capri – Select and Premium.

The range kicks off at £42,075 for the base model, but the equipment is generous, to say the least with all cars coming with keyless entry and start, a 14.6-inch infotainment screen, heated front seats, front and rear parking sensors and a seven-speaker sound system including a Soundbar.

We’re driving the Premium at £46,175 and its specification is enhanced through the fitment of 20-inch alloy wheels, a panoramic glass roof, LED ambient lighting, a powered tailgate and a 10-speaker Bang and Olufsen sound system. This makes it better value for money than some of its rivals such as the Skoda Enyaq Coupe.

Verdict

The people who are going to buy the Ford Capri will have no connection to the old classic coupe. It’s only the die-hard Ford fans that will show any kind of concern as to whether this car should be labelled with the iconic name.

Despite that, if you take into account its decent equipment levels and pleasant driving dynamics then the Capri is a more than acceptable choice. But, with its cheap-feeling interior, fiddly buttons and its closeness to the Explorer, we can’t help but think it’s just another electric SUV that doesn’t really have any USP.

Facts at a glance

 

• Model as tested: Ford Capri Premium 77kWh RWD

• Price as tested: £46,175

• Engine: 77kWh battery pack

• Power: 282bhp

• Torque: 545Nm

• Top speed: 112mph

• 0-60mph: 6.1 seconds

• MPG: N/A

• CO2 emissions: 0g/km

• Electric range: 390 miles

• Charging speed: 135Kw

By Cameron Richards

What is it?

The Daytona name is one of Triumph’s most recognisable. Branded onto some of the British firm’s most accomplished sportsbikes, the Daytona name has been around since the late 1990s, though its history stretches as far back as the 60s and Triumph’s role in motorsport.

This year marks a new chapter of the Daytona story. The new Daytona 660 is a fresh take on what has come before it, bringing a slightly less aggressive setup overall, a more user-friendly engine and – crucially – a more budget-friendly price than those which accompanied previous incarnations. But is this new Daytona 660 worth considering? We’ve been finding out.

What’s new?

As mentioned, this new Daytona 660 is a box-fresh model and has very little in common with the Daytona 675 which came before it. While it may share many aspects with the new Trident 600, this is an extensively reworked machine – both in terms of riding experience and outright performance – to help make differentiating the two a little easier.

It’s a hotly contested market, too, with Suzuki’s GSX-8R being in the crosshairs for the Daytona 660. It’s one of the key reasons why this new bike starts at £8,595 to ensure it stays level with its competitors, but as we’ll look at later there are some caveats to that price.

What’s it powered by?

As the name suggests, powering this Daytona is a 660cc triple engine, stoked to produce 93.7bhp – quite a bit more than the 80bhp that you’ll find in the Trident. A larger airbox allows this engine to breathe more freely than in the Trident, too, while a 12,650rpm redline means you can fully explore everything that the Daytona’s engine has to offer. A six-speed manual gearbox comes as standard, though a quickshifter is sadly absent from the Daytona’s list of included equipment – you’ll need to pay extra for this if you want it.

Upgraded engine internals and a three-into-one exhaust ensure that the Daytona is comprehensively upgraded over the Trident, while Showa 41mm forks are found up front and work alongside a preloaded adjustable monoshock at the rear – again from Showa.

What’s it like to ride?

That triple engine brings some character to the Daytona almost immediately. It’s got a near racing-like sound to it – even when idling – and helps to set to the tone for the ride ahead. Lightness feels like the Daytona’s key attribute and through sharper corners, it’s this featherweight feel that pays dividends. The gearbox is pleasant enough to use, too, and shifting up and down is an enjoyable process. Again, a quickshifter would be nice – particularly when you’re going a little quicker – but the standard ‘box is more than easy enough to get along with.

Despite its racier looks, the Daytona isn’t as wrist-heavy as you might think. The handlebars are significantly lower than those on the Trident, but we found that longer journeys didn’t prove as uncomfortable as first impressions of this bike would lead you to believe. In fact, it’s quite good on a cruise, while decent fuel economy should mean you’re not fuelling up too often.

How does it look?

With its matte-black paint, ‘our’ test Daytona certainly had a stealthy look to it. Highlighted by lime green accents it’s a mean-looking machine – though the rear licence plate hangar is quite ugly in comparison and would do well to be replaced by a more aesthetically pleasing tail tidy arrangement.

As standard, you’re only getting a basic white colour, however. If you fancy one of the more interesting colourways – such as the matte black we’ve tested or a cool-looking red arrangement – then you’ll need to pay £100 extra, which seems a little mean. As with other Triumph models you can choose from a wide variety of accessories to tweak the look of your bike, including a colour-matching seat cowl which gives an even more aero-focused appearance.

What’s the spec like?

At £8,595, is fraction cheaper than the £8,999 Suzuki GSX-8R. However, that model does come with a quickshifter included as standard, and you’ll have to pay an additional £309 to add one to the Daytona, including the cost of the fitting kit. Throw in an extra paint scheme and you’re exceeding the cost of this Triumph’s rivals. However, if you can do without a quickshifter and are happy with an all-white bike, then the Daytona does a good job of undercutting those it is up against.

The LCD main display is where you’ll find all of your key information and while it is easy and clear to read, it does have a slightly old-school feel to it. That said, all of the major controls have a nice chunky feel to them and, as mentioned, you can upgrade the Daytona in a variety of ways through a near-exhaustive list of accessories.

Verdict

The Daytona 660 may not be a like-for-like follow-on from the bikes which came before it, but that’s not such a bad thing. This is a lightweight, good-looking and enjoyable-to-ride middleweight bike that brings a good level of finish for a price which is in-line with rivals.

It’d be nice if a quickshifter were included from the off – and if some of the paint schemes were no-cost options – but the Daytona 660 feels like a fresh take on what is a very recognisable name. Sometimes things need to change in order to grow and the Daytona 660 feels like an example of this.

The previous generation has been around since 2013, so it was about time MG gave us a fresh take on its supermini. Cameron Richards has driven it.

What is it?

Superminis may not be as profitable or in demand as SUVs nowadays, but they still represent a sizable chunk of the market. Now that hybrids are becoming increasingly popular, the Chinese firm MG has given us a new MG3 supermini, and this time, it’s a hybrid only.

The old car was released in 2013, and now, over a decade later, the 3 is taking the small car sector very seriously and is now priced as the cheapest new hybrid car on sale. But is it any good? We’ve been driving it to find out.

What’s new?

Chinese brands are flooding the UK’s new car market, but MG has been the one brand that has pedigree and heritage behind its badge. Since the firm was bought out and re-branded in 2011 with the MG6, it has been given a new lease of life through its SUVs, an estate and even the newly released Cyberster sports car.

Just taking a glance at the new MG3, from every angle this second-generation car is different to its predecessor. It has a new body and interior and it sits on an entirely new chassis. The firm also offers the MG3 with the latest Pilot safety features and Apple CarPlay and Android Auto come fitted as standard.

The drivetrain is also new and promises to be cheaper to run, cleaner, and greener than the model that it replaces.

What’s under the bonnet?

There is only one powertrain when it comes to speccing an MG3 which is a 1.5-litre four-cylinder petrol engine mated to an electric motor that produces a total power output of 192bhp and 250Nm of torque. In terms of acceleration and performance, it can do 0-60mph in 7.8 seconds and the car will go to a top speed of 106mph.

There is only one transmission on offer and that is a three-speed automatic which does sound a little bit old-fashioned in this day and age of dual-clutch and torque converters.

What’s it like to drive?

The old MG3 was quite a coarse and cheap-feeling car, however, this new model has turned things up a bit. To drive, the car feels surprisingly good fun with a nice steering feel and brisk acceleration. The ride is more than adequate enough with only the really big imperfections irritating the car, and the hybrid system does an excellent job of transitioning between electric and petrol modes — with the electric motor working most of the time.

In terms of refinement, the car is noisy out on the open road with not a lot of sound insulation and on the motorway, there is a lot of road and wind noise. The visibility isn’t great either due to the shallow rear window, thick C-pillars and upright rear head restraints. What’s more, getting comfortable behind the wheel is trickier for smaller drivers due to the lack of reach adjustment in the steering wheel and the seats don’t offer that much lumbar support.

Other small irks are the fact that the air-conditioning controls are difficult to operate on the move due to them being buried in the infotainment screen and not having any physical shortcut buttons.

How does it look?

The old car tried too hard to look funky and a bit like a toned-down Mini. However, this new model could easily identify as any other supermini whether that be a Hyundai i20 or Volkswagen Polo. Our test car has the Battersea blue paintwork which does lift the exterior design somewhat, and there is a nice array of curves and creases in the bodywork to give the car a little bit more style.

All versions come with 16-inch diamond-cut alloy wheels and the top model comes with rear privacy glass. Overall, the MG3 is not a bad-looking small car, although not the most dynamic or most exciting either.

What’s it like inside?

The interior of the MG is never going to win any prizes for being the most plush feeling or desirable, however, compared to the old car, it’s light years ahead.

All cars come with a 10.25-inch infotainment screen which features sat-nav, Bluetooth and DAB digital radio. There is also a seven-inch digital driver’s display too, which is clear and easy to read.

However, the materials used throughout feel very hard and brittle. A lot of cost-cutting can be found throughout, too, in areas such as the limited damping on the glovebox opening and grab handles.

In terms of space, there are a couple of cup holders and average-sized door bins and there are seat pockets on the back of the front seats. Space in the back is good with occupants receiving decent head and leg room and there is a USB port, too.

Boot space stands at 293 litres with the seats in place and 983 litres with the rear bench folded forward — which puts it on par with its rivals but bigger than the likes of the Suzuki Swift. However, one major irritation is there is no 60:40 split folding function and instead, to cut costs, the MG3 comes with a single bench seat which limits its versatility.

What’s the spec like?

A simple and affordable car needs to come with an easy-to-understand specification strategy and luckily the MG 3 does that just so. In fact, there are only two trim levels to choose from, SE and Trophy.

The MG 3 is currently one of the cheapest new hybrid cars on sale, and thankfully there is no shortage of standard kit.

The basic SE comes in at £18,495 and features 16-inch alloy wheels, a seven-inch digital instrument cluster and a 10.25-inch infotainment touchscreen with Apple CarPlay and Android Auto.

We’re driving the top-spec Trophy which is an extra £2,000 at £20,495 and it boasts a 360-degree camera, rear privacy glass, heated steering wheel and heated front seats.

Verdict

The MG3 will attract a lot of new customers to the brand due to its affordable prices and high equipment levels.

If you disregard its cheap-feeling interior, lack of sound insulation and a single bench rear seat, it really isn’t a bad attempt from MG at making an affordable and engaging hybrid supermini. Sure, the Toyota Yaris and Volkswagen Polo are better all-rounders, but this small Chinese hatchback should be taken seriously. Plus, it also comes with a seven-year or 100,000 miles warranty which could clinch the deal for a lot of buyers.

Facts at a glance

• Model as tested: MG3 Hybrid+ Trophy
• Price as tested: £21,040
• Engine: 1.5-litre hybrid
• Power: 192bhp
• Torque: 250Nm
• 0-60mph: 7.8 seconds
• Top speed: 106mph
• MPG: 56.5mpg
• CO2 emissions: 100g/km

By Cameron Richards

Jon Reay has been checking out one of Mazda’s most compact models.

Say hello to our latest long term test car: the Mazda 2 Hybrid. And no, we’ve not used a photo of a Toyota by mistake – this really is a Mazda. Or at least, that’s what it says on the boot lid.

The more observant of you might’ve noticed that this particular car is a bit of an imposter. Yes, the 2 Hybrid might claim to be straight out of Hiroshima – Mazda’s home city in Japan, if you were wondering – but it does share rather a lot of parts with the Toyota Yaris. Which is to say, almost all of them.

To Mazda’s credit, they have changed a few bits and pieces to differentiate the two cars. The design of the grille – shaped to resemble cars like the 3, CX-5 and so on – was dreamed up in Mazda’s European design studio in Frankfurt. As was the bit of body coloured plastic between the rear lights, which replaces the Yaris’s gloss black alternative.

Our car is a near-top spec Homura model, which happens to get some black alloy wheels that are also unique to the Mazda – and we must say, they look rather smart. Beyond that though, there’s very little to set the 2 Hybrid apart from its Toyota twin.

Collaborations like this are nothing new in the automotive world, of course. Designing and building cars is an expensive business, and so it’s often more financially viable to pool your knowledge with another company.

In the case of this car, Mazda found themselves in need of a small hybrid car to slot into its showrooms – not something they’ve ever tried making before. Rather than spending billions to reinvent the wheel, they turned to a company that knows a thing or two about hybrid cars: Toyota.

So here you have it: the Mazda 2 Hybrid, designed largely by Toyota, built by Toyota at its factory in France, but sold to you by your friendly Mazda dealer.

Which does rather beg the question, why would you choose this over a near-identical Yaris? That’s something we’re hoping to answer in the next few months as we put the 2 Hybrid through its paces.

I’m pleased to say that things are off to a very good start. If you’re going to base your supermini on another existing one, you could certainly do a lot worse than a Yaris. It’s a car that’s really now got into its stride, not only in terms of how its clever hybrid drivetrain works, but also as a package.

The 2 Hybrid inherits a lot of positives then: it looks good, it’s got a well-designed and spacious interior, and on paper at least it’s incredibly fuel efficient. On top of that, if Toyota’s past efforts are anything to go by, it should be incredibly reliable too.

Does it actually feel like a Mazda, though? Not really, but then why would it – not a single part on the 2 Hybrid is shared with any other Mazda.

That said, while it doesn’t technically share a bloodline to the likes of the MX-5, this does seem to be a car that handles quite neatly. It’s even pretty quick for a car of this type: the electric motor of its hybrid system giving some much needed zing as you accelerate away from a standstill.

Time will tell on what the 2 Hybrid is like to live with, but first impressions are certainly positive. I think our car, painted in ‘Glass Blue’, looks spot on – and I think I prefer the design of the Mazda front end to Toyota’s original look.

The real question will be: which one is the better buy? I’d like to be able to say that it doesn’t really matter – because whichever you pick, you’re still getting fundamentally the same product. But things aren’t quite as simple as that, as I’m sure we’ll come to explain over the coming weeks and months. Was the 2 Hybrid the right choice? I suppose we’ll find out soon enough…

Facts at a glance

• Model: Mazda 2 Hybrid Homura
• Price: £27,290
• Engine: 1.5-litre petrol hybrid
• Power: 114bhp
• Torque: 120Nm
• 0-60mph: 9.7 seconds
• Top speed: 109mph
• Fuel economy: 67.3mpg (WLTP combined)
• Emissions: 97g/km
• Mileage: 1,300