Category: Reviews

It’s now been two months since we took delivery of our Skoda Kamiq, Cameron Richards has been getting to grips with all of its features.

Believe it or not, but I’ve been living with my Skoda Kamiq now for two months and in that time I have become very familiar with it. So far, it’s fitted into my life quite nicely with only the odd irritation creeping in.

I’m going to be brutally honest from the start. I still hold a grudge for letting go of the trusty Karoq back in July, because it did everything so well in a comfortable and effortless manner. The Kamiq, on the other hand, is a great car but it doesn’t feel quite as complete as its larger sibling.

The Kamiq is a car that is very simple to navigate around. You can turn off the lane-keep assist and traffic sign recognition with a touch of a button on the steering wheel and the best thing of all – it has a traditional handbrake. Additionally, because the Skoda has been on sale for a few years now, it comes from an era where there are physical buttons to control almost everything, which coming from someone who tests the latest cars for a living, is a blessed relief.

I love the nifty little features like the pop-out door protectors which really do help prevent bodywork damage and I’m also smitten with the parking ticket holder when a pay and display machine has to be used.

A little trip up to Surrey gave it a chance to stretch its legs a little, and for me to see how it stacks out on a longer journey. Considering we’ve got the top-of-the-line Monte Carlo trim with larger 18-inch alloys, the smoothness of its ride and the solidity of its refinement is very similar to the Karoq in that sense – with the only difference being you sit a lot lower down making it feel more like a car than an SUV. The bucket seats are surprisingly comfortable and on a sunny day, the full-length glass roof is a nice touch.

The only blip of annoyance that I have encountered is with the wireless Apple CarPlay, which for me is an absolute must in any car as it’s always better than the woefully poor infotainment systems from most car manufacturers. Setting off on my journey to Surrey, the screen decided to black out and did not come back on again – making me think the system had crashed (this happened on the Karoq, too). No matter what I tried, it was not playing ball and so I had to build up the courage to use the standard navigation system, which is not the greatest at the best of times. It was incredibly frustrating as I couldn’t listen to any music and there was a lot of faffing about to get the standard system on the navigation screen to work out where I wanted to go.

After a two-hour drive and a stop-off to see some friends, the system reset itself. After a few hours, I was reunited with Apple CarPlay, which makes me think there is a software glitch not just in this specific car, but with Skoda’s infotainment system in general as I encountered the exact same issue with the Karoq, too.

Another problem I seem to have with the car is with the DSG automatic gearbox which is clumsy and slow to respond. When accelerating away from a junction it feels hesitant to make decisions and when overtaking it can’t make up its mind what gear it wants to select. Furthermore, when driving downhill, the system wants to change down a gear, leading to the engine screaming at you – which is odd. Also, the 1.0-litre engine, which is perfectly peppy for most people, feels a little weak compared to the more muscular 1.5-litre turbocharged unit in the Karoq, however I’m still returning nearly 44mpg which isn’t too bad.

I’ve still got many months left with the Kamiq, and in that time I’m hoping to take it on many more adventures. So far, I’ve been impressed with it, but I’m still not convinced that it’s as good as its bigger brother. Only time will tell whether I will bond with it as much as the Karoq.

Facts at a glance

• Model as tested: Skoda Kamiq Monte Carlo TSI DSG
• Price as tested: £32,205
• Engine: 1.0-litre turbocharged petrol
• Power: 114bhp
• Torque: 200Nm
• Fuel economy: 43.9mpg
• 0-60mph: 10 seconds
• Top speed: 121mph
• CO2 emissions: 132g/km
• Mileage: 3,287

By Cameron Richards

The Peugeot 5008 has gone into its third-generation. Cameron Richards takes a look at the outgoing car to see if there is still a place for the MPV.

What is it?

The acronym, MPV, is rarely used in the automotive industry these days and that’s because of the rise and domination of crossovers and SUVs. Indeed, Multi-Purpose Vehicles have fallen out of favour with buyers more interested in sitting a little higher up.

The Peugeot 5008 is still a no-nonsense seven-seat family wagon that promises to give the comfort and practicality that an ever-growing family needs. With a new model arriving on the scene, we take a drive in the outgoing car to see if the next generation has a lot to live up to. Let’s find out.

What’s under the bonnet?

We are driving the hybrid model which comes fitted with a 1.2-litre turbocharged petrol engine mated to an electric motor. It produces a total power output of 134bhp and 230Nm of torque, while acceleration stands at 0-60mph in 10.1 seconds and it reaches a top speed of 124mph.

Other engines in the range consist of the standard 1.2-litre turbocharged petrol engine without electrified assistance. It produces a total power output of 129bhp and 170Nm of torque. Acceleration from 0-60mph is the same as in the former, however its top speed is slightly less at 117mph.

You can also get an efficient 1.5-litre turbo diesel variant that is badged ‘HDi’. Power is the same as in the standard 1.2-litre turbo petrol at 129bhp, but its torque levels increase to 221Nm. Performance is slightly less as well with a 0-60mph of 11.6 seconds, but expect fuel economy to be around 54mpg combined. All 5008s come as standard with an automatic gearbox.

What’s it like to drive?

Immediately when you get behind the wheel of this family wagon, there is no doubt that Peugeot wanted to focus on comfort as well as driver engagement with the 5008. The seats are like armchairs and do a great job of supporting you while you’re on the move. Furthermore, our test car had a massage function for the driver’s seat, to aid comfort even more.

The driving experience itself is surprisingly good for this category of car with it feeling composed around the bends and the steering has a nice weight to it. The engine has a good, sporty tone – despite it only being a 1.2-litre three-cylinder, too. Refinement is also good with little intrusion of any road and wind noise entering the cabin. Meanwhile, visibility is excellent thanks to the large glass areas making it a doddle to manoeuvre this very large MPV.

How does it look?

At the front you get the slim long LED daytime running lights and headlights that merge into the grille. At the back, you get the tiger claw effect rear taillights and fake exhaust tailpipe design that feature on the lower part of the back bumper, but overall the design is simple and inoffensive.

Our test car came with a two-tone roof and darkened alloy wheel designs which gave a classy yet sporty look, too.

What’s it like inside?

Ever since the firm’s 208 supermini was released back in 2012, Peugeot interiors have always had a sporty essence about them. Even though there is nothing performance-inspired with the 5008, you still get a small stubby steering wheel and the firm’s i-cockpit that includes a digital readout of your speed and various driving information.

The dashboard itself is angled towards the driver and there are shortcut buttons that look like toggle switches from an aircraft. The materials used throughout feel high quality and there is a nice texture cloth effect on the front door cards and above the glove compartment.

In terms of storage, with the acceptance of the pathetic glove box, you still get an incredibly deep centre storage bin under the split opening armrest, as well as two cup holders and decent sized door bins.

However, step in the back and things step up a gear. Passengers are greeted to picnic tables, storage nets on the seatbacks and large door bins located in the rear doors – while the nearside rear passenger also gets a secret underfloor storage compartment in the footwell.

Space itself is excellent with loads of head, leg, knee and shoulder room, but the third row is best suited to smaller children as the floor is fairly high and headroom is a bit of squeeze – but, at least they fold up and down relatively easily with just two levers.

Capacious is an understatement to describe the 5008’s boot capacity. As it stands with all the seats folded down at 2,042 litres – remove all the seats and the volume increases further to 2,150 litres. With the third row flattened, the capacity is still respectively at 952 litres or 166 litres with all rows in place.

What’s the spec like?

The 5008 trim levels are easy enough to comprehend as there is just Active, Allure, GT-Line Premium and GT.

All models come well equipped with even the entry-level car featuring an eight-inch infotainment screen, automatic climate control and rear parking sensors.

Our test car is the flagship GT model and it comes in at around £37,000. For that, you get leather upholstery, heated front seats with a driver’s massage function and electric adjustment, keyless entry and Apple CarPlay and Android Auto.

Verdict

It’s a shame that the production of the second-generation 5008 is coming to an end. For a vehicle competing in a rapidly declining market, Peugeot has shown that the MPV can still be engaging without compromising on practicality and looks. The third-generation car has big boots to fill to make it as good as this outgoing model.

Facts at a glance

• Model as tested: Peugeot 5008 GT Hybrid
• Price as tested: £37,000 (est)
• Engine: 1.2-litre turbocharged petrol hybrid
• Power: 134bhp
• Torque: 230Nm
• Top speed: 124mph
• 0-60mph: 10.1 seconds
• MPG: 43.2mpg
• CO2 emissions: 120g/km

By Cameron Richards

The Prius showed the world that hybrid powertrains could become the norm. Has this latest model moved things on again? Cameron Richards finds out.

What is it?

Today, the Prius is seen as the Uber taxi driver’s car of choice as it offers excellent fuel economy and low emissions while Toyota’s renowned hybrid drivetrain makes it endlessly dependable.

Launched in 1997 and here on our shores for the first time in 2000, the Toyota was the first of a petrol-electric breed that would revolutionise passenger vehicles to how we see them today.

Love it or loathe it, the Prius has been a global success for the firm, with over five million units sold worldwide. Now, this new fifth-generation car aims to be better looking and more efficient than ever before. Let’s find out if it’s any good.

What’s new?

Initially, the UK was not going to receive this latest model, however, 18 months after it went on sale around the globe, Toyota decided that was a mistake and chose to offer it to us British buyers as well.

For the first time, you can only get the Prius as a plug-in hybrid, and while that may not be for everyone, it should be a firm favourite with company car drivers thanks to its lower emissions.

It uses the marque’s second-generation TNGA-C platform which helps improve on its stability and rigidity making the car more composed and better to drive.

There is also a new exterior design and the car uses the latest version of Toyota’s Safety Sense Three technology.

What’s under the bonnet?

There is only one powertrain and that is a 2.0-litre four-cylinder petrol unit that comes mated with a 13.6kWh battery pack that gives a claimed 53 miles on electric power alone.

In terms of power, it produces a total of 220bhp and 208Nm of torque. Acceleration has improved over the outgoing car, taking 6.6 seconds compared to 10.7 seconds to get from 0-60mph and the top speed is 109mph. The CO2 emissions have also dropped to just 12g/km of CO2 and Toyota claims an MPG figure of around 470 to 560mpg when driving on electric power.

What’s it like to drive?

Up in Scotland driving the new Toyota Prius. Glad @ToyotaUK have brought it over to the UK at long last! pic.twitter.com/O6TshkpaJK

— Cameron Richards (@CamRichards13) September 3, 2024

Recent Toyotas have been great to drive and the new Prius is no exception here. Behind the wheel, the power from the hybrid system is responsive and picks up well. The handling is neat and precise and the steering has good feedback, too. But, the skinny 195 profile tyres fitted on our test car did struggle for grip from time to time. We’re driving the cheaper Design model which sits on 17-inch wheels making the ride smooth and not too fussy over potholes and bumps. We also managed to hop into a car with larger 19-inch wheels and yet the ride still felt composed and comfortable.

What lets the Prius down is the gearbox. All versions come with an e-CVT transmission which artificially alters the revs under acceleration to make the driving experience quieter and more comfortable. But, put your foot down and the engine screams into life which transforms the cabin from being very quiet and relaxing to fairly loud and unrefined. Another issue is rear visibility, which is poor, to say the least as the sloping roofline and thick C-pillars create very large blind spots. What’s also annoying is that there isn’t a rear windscreen wiper making manoeuvrability even trickier in wet conditions.

How does it look?

‘Striking’ is the word that springs to mind, and in a good way. Previous generations of the Prius have looked a little geeky and bulbous. However, this new model really has a sleek presence and looks really sporty from every angle.

The front end features C-shaped front headlights that curve from the bottom of the bonnet to the front grille, while the side profile features a sharp design curve on the lower part of the car and there are hidden rear door handles to give it a more coupe-esque look. Meanwhile, at the back, the sloping roofline improves airflow and really sets off its bold design.

What’s it like inside?

The latest Prius adopts some of its interior design cues from the larger bZ4X SUV, meaning you get the same cool-looking aeroplane-styled instrument display. The dashboard design itself is attractive to the eye and it’s nice that Toyota still gives you physical buttons for the climate control. Storage is also good with lots of cupholders and a decent cubby hole under the centre armrest – plus there is a secret compartment hidden under the wireless smartphone charger, too.

However, the quality of the materials isn’t reflected in the price tag, with lots of plastics hard to the touch and this makes the whole cabin feel a little cheap in places. Step in the back and taller passengers will find that the sloping roofline eats into headspace, but knee and legroom are good, though. Boot space is also on the smaller side, standing at only 284 litres – which is almost 75 litres smaller than in its predecessor, it’s also shallow and not particularly deep either. A Kia Niro is more practical for passengers and boot space.

What’s the spec like?

British buyers have it easy when choosing their Prius as there are only two trim levels.

We are driving the entry-level Design which starts at £37,315 and comes fairly well equipped. It includes a 12.3-inch multimedia touchscreen with navigation, 17-inch wheels, keyless entry and push-button start.

The flagship Excel is yours for £39,955 and boasts features such as a digital rear-view mirror, heated and ventilated seats, a powered tailgate and 19-inch alloy wheels.

Verdict

We’re pleased that Toyota has decided to bring the Prius to the UK. As a nation that has loved the previous generations, this new model will certainly be just as popular.

The added benefit of its good looks and excellent fuel efficiency levels thanks to its standard plug-in hybrid powertrain makes this new model even more affordable to run. It’s a pity that its shallow boot space and cramped rear seats don’t make the Prius as commodious as some of its rivals, but there’s no getting away from the fact that its famous nameplate will still attract new and existing customers to the Toyota brand.

Facts at a glance

• Model as tested: Toyota Prius Design PHEV
• Price as tested: £37,970
• Engine: 2.0-litre petrol plug-in hybrid
• Power: 220bhp
• Torque: 208Nm
• 0-60mph: 6.6 seconds
• Top speed: 109mph
• MPG: 470mpg
• CO2 emissions: 12g/km
• Electric range: 53 miles

By Cameron Richards

What is it?

Suzuki’s GSX-8S made quite the splash when it arrived on the scene last year. A new middleweight bike designed to take on the likes of the Honda Hornet in the accessible performance stakes, we came away impressed by the value that the 8S offered given how usable and exciting it was to ride.

But Suzuki isn’t one to sit back and relax, which brings us to this – the new GSX-8R. As with naming conventions used in the rest of the motoring world, the switch from ‘S’ to ‘R’ denotes a somewhat meaner, more focused model overall. But should you really choose it over the already-impressive 8S? We’ve been finding out.

What’s new?

Visually, it’s easy to distinguish the 8R against the 8S. You’ve got a new full-fairing design and this gives an immediately more focused look to this middleweight bike. But underneath that fairing, you’ve now got non-adjustable Showa forks – brought in to replace the standard KYB versions you’ll get on the 8S – and these aim to help this Suzuki deliver a slightly more focused, engaging ride than before.

At £8,899 as standard, the GSX-8R only commands a slight premium over the 8S’ £8,299 starting price. But whereas Suzuki sees the 8R as an out-and-out sports bike, the 8S is deemed more focused on the street.

What’s it powered by?

Unlike that eye-catching fairing, there haven’t been any changes to differentiate the engine for the 8R from the one in the 8S. It’s a 776cc parallel twin motor which develops a healthy 80.2bhp and 78Nm of torque – decent figures for a relatively compact, lightweight bike. All 8R models come as standard with a quickshifter, too, which is a paid-for feature on most of this Suzuki’s rivals and is something which helps to make it an even stronger proposition value-wise.

Four-piston Nissin brakes provide the stopping power for the 8R, while as standard it wears Dunlop Roadsport 2 tyres. Via the main screen, there are three engine power modes to choose from, too, and you’ve got three settings for the traction control as well. They’re easy to move between using the controls on the handlebars, too, and makes for a simple way of tweaking the bike’s setup while you’re on the move.

What’s it like to ride?

The small changes that have been made to the 8R make a noticeable difference. It feels sharper and keener through the bends, digging into the tarmac to encourage you to push a little harder each time. The torquey nature of the engine means that it’s a bike which enjoys longer, sweeping corners most of all, while the easy quick-shifter makes blipping up and down the gears a breeze.

Longer trips aren’t too painful, either, though the screen does tend to direct quite a lot of the airflow towards the top of your head, particularly when you’re on the motorway. The seat is pretty comfortable, too, though we found that the aches and pains did start to creep in after a few hours of riding – though this is no touring bike, after all.

How does it look?

With that new fairing, the 8R brings quite the feeling of an old-school racer wherever it arrives. There are three colourways to choose from – Metallic Triton Blue, Metallic Matt Sword Silver and Metallic Matt Black – and while the blue is definitely the most eye-catching, there’s something quite appealing about the undercover black shade. Silver 8R models get contrast red wheels, too, which do add some extra presence to the motorcycle.

It’s a good-looking bike in the metal, that’s for sure, and one which will no doubt get people talking wherever you arrive.

What’s the spec like?

The GSX-8R’s price is very competitive and while rivals like the Triumph Daytona 600 might undercut it at £8,595, you won’t find a quickshifter included as standard like it is on the Suzuki. Elsewhere, there are plenty of features to keep things interesting. A five-inch TFT display is included as standard and it’s clear and easy to read, while the switches on the handlebar have a nice chunky feeling to them, even if the plastic they’ve been made with feels a little cheap.

The LED headlight which is fitted as standard casts a wide beam and is usefully powerful when you’re riding at night. As with most Suzuki motorcycles, you can add a variety of extras to the 8R, too, including an integrated USB charger for topping up devices while you’re on the move. At £40, it’s not an extra which will break the bank, either.

Verdict

There seemed little need to improve on the GSX-8S recipe, but you can see how the changes that Suzuki has made make the 8R a different kettle of fish. For those who like a keener, responsive middleweight motorcycle it’ll be spot-on and while not as hardcore as some rivals, it’s a good option for those who like to still have some comfort left in the background.

If you’re less bothered about track times then the 8S still makes for a very fine choice, but if you’d like to move a little more quickly – and feel even more involved when you do it – then the 8R is definitely worth checking out.

The Yaris Cross essentially is a cheaper Lexus LBX, but can this new and improved version take it to the top of the class? Cameron Richards finds out.

What is it?

Though SUVs have become the norm on our roads, Toyota pretty much wrote the rule book when it launched its first RAV4 back in 1994.

But, as the market became flooded with newer and bigger models, the firm’s supermini, the Yaris, felt it could be given a new edge with a more upright model. So, in 2021 the Yaris Cross was born.

Underneath its skin, you’ll find the same chassis and underpinnings from its posher sibling, the Lexus LBX.

What’s new?

After three years on sale, Toyota has decided to give its Yaris Cross a few subtle tweaks to make it better than before.

In terms of styling, you have to be an aficionado in design to spot the difference but, take a closer look and you’ll notice some changes to the lower front bumper a couple of new paint colours and alloy wheels designs – but, apart from that, everything has remained the same.

When you step inside, the majority of the changes have been made on the interior with a larger 12.3-inch infotainment screen and there are some new seat upholstery designs, too.

Meanwhile, under the bonnet now features the option of a new and improved 1.5-litre petrol-electric hybrid unit that produces 132bhp alongside the less powered 114bhp version as well.

What’s under the bonnet?

We are driving the new higher-powered 1.5-litre three-cylinder petrol engine with an electric motor that, when the two are combined, gives out 132bhp and 120Nm of torque. Acceleration has improved taking the car from 0-60mph in 10.5 seconds and goes on until it runs out of puff at 105mph.

You can also get this engine with a smaller power output of 114bhp, which is available on cheaper models in the range.

What’s it like to drive?

The Yaris Cross feels immediately at home around town. With its hybrid powertrain, you can drive the car up to 30mph on electric power alone, making everything quiet, smooth and relaxing.

We took our test car through a mixture of open roads and motorways and it achieved an average miles per gallon reading of 56.3mpg – not too far from the manufacturer’s claim.

Even though it’s taller than the standard Yaris, the Cross still handles really well with little body lean around the corners and it’s surprisingly agile, too. The driving position is also a strong point as you sit more in the car than on it, with plenty of adjustment in the steering wheel itself.

Unfortunately, put your foot down and the groan from the CVT automatic gearbox bursts into life making the experience coarse and unrefined. At higher speeds, there is a fair bit of wind and road noise that enters the cabin as well.

We are driving the GR Sport model that comes fitted with sports suspension and although it’s not uncomfortable, the ride is firm with larger bumps and potholes upsetting the car with it fidgeting and shaking over the uneven road surfaces. Also, when reversing, the rear-view camera has a very low resolution making it look out-of-date and even harder to see out of the back than it already is.

How does it look?

Toyota has been making some great-looking cars recently, and the Yaris Cross fits into this category with its sharp and angular stance. Plus, the large plastic wheel arch trims and two-tone roof make the car differentiate itself compared to a regular Yaris.

Our GR Sport car enhances the look even further with its diamond-cut alloy wheels, GR badging and two-tone roof as well as Platinum white pearl paint finish.

What’s it like inside?

If you’ve been in a Toyota Yaris, then the Cross will feel like second nature as it essentially is the same. That means everything feels well screwed together and built to last. All the controls are logically laid out and the new 12.3-inch touchscreen is slick and easy to use.

Storage is decent enough with cupholders, large door bins and a centre armrest that doubles up as somewhere to hide your mobile phone. However, climb into the back and you’ll note that the rear doors don’t open that wide making it harder to clamber aboard and then you’ll find everything is a little dark and dingy.

But, head and legroom are perfectly acceptable for average-sized adults, it’s just a pity that the centre passenger will find it hard to get comfortable due to the lack of shoulder space.

In the boot, the Yaris Cross comes with a 40:20:40 seat configuration which allows greater access for those looking to transport skis or longer flat-pack furniture. With the rear seats in place, there is 397 litres of space, but fold them down and that transforms into a total of 1,097 litres — even though the seats don’t fold flat. But, there is a nifty false floor that can split into two sections to keep valuables out of sight.

What’s the spec like?

The Yaris Cross range isn’t too complex for buyers making a decision as there are five models to choose from including Icon, Design, Excel, GR Sport and Premiere Edition.

All models come as standard with front-wheel-drive, although Excel and Premiere Edition models do come with the option of all-wheel-drive.

The range kicks off at £25,530 for the basic Icon trim with standard equipment including automatic headlights and wipers as well as keyless entry and push button start.

Our test car is the GR Sport model which features sports suspension, suede and leather GR seats and a perforated leather steering wheel.

The top-of-the-line Premiere Edition comes in at £32,500 and adds equipment such as a JBL premium audio system and a 10-inch coloured head-up display.

Verdict

The B-segment crossover class is one of the hardest and most competitive in the new car market. However, Toyota has pulled it off with the new and improved Yaris Cross as it offers a great drive with smaller running costs.

It also comes with plenty of standard equipment and great looks to keep it in-line with cars like the Nissan Juke and Peugeot 2008. It may not be the most practical in this segment, but it still offers plenty of upsides to owning one of these very likeable SUVs, and with the added benefit of Toyota’s legendary hybrid powertrain, you can’t go wrong here.

Facts at a glance

• Model as tested: Toyota Yaris Cross GR Sport
• Price as tested: £31,605
• Engine: 1.5-litre petrol hybrid
• Power: 132bhp
• Torque: 120Nm
• Top speed: 105mph
• 0-60mph: 10.5 seconds
• MPG: 56.3mpg
• CO2 emissions: 113g/km

By Cameron Richards

James Baggott reports on how he’s ‘adjusted’ to life with an electric car over the last few months.

Like Brexit, electric cars have become such a hot potato of a topic that they divide opinion in fierce fashion. Don’t whatever you do mention them in the pub for fear of everyone giving you their opinion on them whether you like it or not.

There are those that hate the idea of being ‘forced’ into buying an EV by government mandate and targets, while others are embracing the new world of emissions-free motoring and swear they’ll never go back.

So where, then, after nearly six months of electric car driving, do I sit? Well, I am afraid to say it’s not completely in the positive camp.

While there are many things to love about the Audi SQ8 e-tron including its looks and comfort, there are a few things that I find hard to swallow for a car costing upwards of £120k.

Range is my biggest bug bear – the best I’ve seen on the dash after a full charge at home is 245 miles. The worst, in winter, was 195 miles. That’s a big difference and makes planning longer journeys a struggle.

I avoid public charging wherever I can. In fact, such is my dislike of not being able to plug in everytime I turn up at a charger because it’s either busy or broken, I’ve avoided doing it altogether.

That restricts use of this car to a 100-mile radius from my house – as I want to ensure I can get back without plugging in. There will be many people reading this that will find that utterly baffling, as they have managed to make public charging work for them, but I simply don’t have the time to deal with the added stress on a journey.

I find the roads in the UK are broken enough as it is, without adding in the fear of failure at finding a charging point when I need it most. And, EV fan or not, you have to admit there’s rarely that added stress on a journey when you need to refuel your petrol or diesel car.

To make me swap to an EV for good, I think I’d need a range of 400 miles. I could get to most airports and back again with miles to spare then and not have to worry about a 45-minute recharging stop along the way.

Since I’ve had the SQ8, I’ve made very few long distance journeys and have mostly used it around town. It’s here where an EV makes sense – short trips where range is not a consideration and improving air quality really is. I find I feel less guilty about popping to the shop in the car when it’s raining, knowing it’s not spluttering out harmful emissions.

I manage to get away with about one full charge a week. Unfortunately, due to my home tariff and switching penalties on a fixed-deal arrangement, those charges cost me about the same as the petrol was in my previous RS6, but I know that’s more my problem not the car’s.

What is an issue with the car, though, is its poor economy. I am lucky if I get two miles per kilowatt hour and often it drops below that. For comparison, colleagues running electric cars have been getting at least double that, while another with a Vauxhall Astra electric is getting nearer five.

I have also somewhat outgrown the SQ8. Well, my family has, at least. We’ve just welcomed a new addition to the clan and with two under two in ISOFIX car seats, the rear has become a very cramped place for my teenage daughter. Quite often, my better half climbs between the two car seats and finds it so cramped it’s hard even putting the seat belt in. For such a large car, I find the space inside is at somewhat of a premium.

The multimedia technology has also had a bit of a hissy fit of late and ‘forgotten’ me as a user. This means all my presets and favourites have been deleted, including the button I set up to turn the speed limit warning bongs off.

I now have to do this manually every single time I start the car up and cannot express quite how infuriating it has become. I honestly do not think the car buying public quite understands how annoying these warning bongs have become on new cars and the comments on my video showing how to turn it off prove many didn’t even realise it was now a mandatory option on new cars.

The media system has also, for some reason, now refused to connect to my mobile phone, rendering CarPlay a much missed old friend. I have no idea why, and whatever I do I can’t fix it.

This report might have come across as a bit of a moan, so in the pursuit of balance, there are many things I can praise about the Audi. I love the way it drives and the instant surge of power – and there’s no gearbox shuffling to worry about when you pull away, just smooth forward momentum.

It also looks fantastic and even after a few months the burnt orange paintwork still catches admiring glances from passers by. I love that it has a huge boot too that easily manages to swallow pretty much all of the small child paraphernalia I find myself transporting. It’s easily coped with our luggage for a weekend at Centre Parcs and is often put to the test with a trip to the garden centre.

There are lots of luxury touches to enjoy too. The soft close doors, for one, the powered tailgate another, and I find the seats superbly comfortable.

But is an electric car for me? Well, as it stands, I’d say it’s currently a no from me. While there’s much to love about this Audi, there are also plenty of things that frustrate me in equal measure. So, as my time with it draws to a close I’ll be trying my very best to make my peace with it.

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: 5,689

This month, the CX-60 has been munching up the motorway miles, but is a diesel engine the right choice? Jon Reay finds out.

I’m sure I say this every time, but it’s been a busy month for the CX-60. We’ve not quite managed all four corners of the UK, but it doesn’t seem far off. Various bits of East Anglia, the North West and the North East have all been plumbed into the Mazda’s sat nav in the last few weeks, and unsurprisingly it’s taken things in its stride.

One of my favourite things about our CX-60 is its ability to simply shrug off long journeys, be them motorway or B-road based. It’s simply a joy to hop into the drivers seat and point the exceptionally long bonnet down the nearest dual carriageway – and that’s not something I could say about the CX-5 it replaced.

A trip to Manchester saw the Mazda performing duties as a camera car, both hauling videographers and their gear around the city, and even proving itself suitable for some car-to-car filming around the city centre, a la Top Gear. If any budding filmmakers are reading this, I can confirm the CX-60’s boot is perfectly sized for holding a cameraperson.

Then it was off to the opposite coastline for a visit to Sunderland, there for a visit of a – ahem – rival car maker’s UK car plant. So as not to offend the poor Mazda, I opted to leave it hidden in the hotel car park.

Norfolk was ticked off the CX-60’s i-Spy geography book this month, with something of a (long) day trip to Norwich and its surrounding coastline on the cards. This is simply what happens when you have a long-legged car like our Mazda: 260 mile round trips suddenly seem like a perfectly reasonable thing to do for a coffee and a mooch round some shops.

Things did come slightly unstuck on the undulating, up-and-down road surfaces around the Norfolk Broads though. I’ve mentioned before – a lot – my gripes with the CX-60’s bouncy suspension, but it officially met its worst enemy here. Anything that’s not reasonably flat is this car’s absolute undoing, and on this sort of tarmac it’s just comically rubbish.

With the Mazda’s 1st birthday arriving, it was also time for its first service – which happily for me meant a trip to the excellent Rockingham Cars in Corby. We’ve crossed path before for tyre-related maladies and recalls, and they’ve always been incredibly friendly and helpful.

Slightly more painful was the estimate: around £350 for a first year service. Sounds a bit chunky, but compared to what a BMW or Mercedes dealer would charge for a similarly-sized diesel SUV, it’s not actually too bad. And I suppose a 3.3-litre car does take a lot of oil, after all.

That sorted, a stay in Kent for a few days gave some welcome respite from motorway journeys – although not necessarily to the CX-60’s benefit. We’re often being told that diesel-engined cars aren’t suitable for short journeys, but truthfully it’s not an issue I’ve ever come across in our Mazda. It’s frequently taken back and forth to the shops without any particular complaints, though I admit, living in my particular bit of Midlands means even visits to Tesco involve a dual carriageway of some description.

After two or three days pottering around a small seaside town with its 30mph speed limits though, our car quickly made its displeasure known. ‘Fast Idle Engine Cleaning. Idle Returns to Normal When Cleaning Is Complete’, flashed a message on the driver display when we flicked on the car one morning. Translation? You’ve not driven long enough for the diesel particulate filter to clean itself out, and now look what you’ve done.

This is not a situation unique to Mazda – effectively all diesel cars are similarly equipped for emissions purposes. Most simply tell you to ‘keep driving’ to fix the problem, but Mazda’s solution is to simply make the car rev itself a bit higher when it’s sat in park. It’s a neat solution, but how long this would actually take to ‘clean’ the particulate filter I couldn’t say – I gave up after a few minutes and pointed the car at a dual carriageway instead.

What this does demonstrate though, is that picking a diesel-engined CX-60 is probably not the best choice if you’re simply using it for the school run. You probably didn’t need me to tell you that of course, but in nearly a year of long journeys with the car, the issue simply hadn’t occurred to me.

That is the first, and only situation in which I’d recommend the plug-in hybrid version over the diesel though. Our car’s 3.3-litre straight-six simply fits the character of the car so well, and is something of a dying breed these days. Go on – you won’t regret it. Just… start visiting a supermarket in the next town instead.

Facts at a glance

• Model: Mazda CX-60 Homura
• Price: £50,705
• Engine: 3.3-litre diesel
• Power: 250bhp
• Torque: 550Nm
• 0-60mph: 7.4 seconds
• Top speed: 136mph
• Fuel economy: 54.3mpg (WLTP combined)
• Emissions: 138g/km
• Mileage: 15,200

Available with seven seats as standard and efficient hybrid powertrains, is Hyundai’s flagship SUV the one to beat? Cameron Richards finds out.

What is it?

The Santa Fe has become one of the most recognisable models in Hyundai’s range and that’s because it’s been around since 2001 here in the UK.

It was the first premium SUV for the brand and in the last two decades, it has improved its driving dynamics, equipment levels and drivetrains. But, does this latest fifth-generation car set a new benchmark? Let’s find out.

What’s new?

This new Santa Fe not only debuts a wild and wacky exterior but has also been given some healthy increases in space to help deliver more interior room than before.

Its cabin materials have improved and there is the option of a six-seater variant to help out when you’ve got more people to take along for the ride.

Also, while a lot of car manufacturers are pushing for EVs in this sector of the market, Hyundai has decided to go the other direction and offer this big family bus with either plug-in or hybrid powertrains only.

What’s under the bonnet?

There’s a choice of two engines, a standard hybrid or a plug-in hybrid. We are driving the former which comes fitted with a 1.6-litre turbocharged four-cylinder petrol engine mated to an electric motor that produces 158bhp, 265Nm of torque and can enable 0-60mph in 9.5 seconds.

The latter is fitted with the same engine, but there is an added benefit of a 13.8kWh battery pack which boosts power up to 250bhp and reduces the Santa Fe’s 0-60mph time to 9.1 seconds. It also can do a claimed 33.6 miles on electric power alone which should help reduce emissions and fuel costs even further.

What’s it like to drive?

Been out driving and camping in the new Hyundai Santa Fe. Can’t say what it’s like to drive yet, but all will be revealed next Wednesday. pic.twitter.com/h2UGLEbdod

— Cameron Richards (@CamRichards13) August 22, 2024

Make no mistake, the Santa Fe is a big car, but to drive, it’s all surprisingly intuitive. Around the bends, it handles really well with sufficient amounts of grip and a decent level of steering feel – there is also not as much body roll as you’d think for such a tall and boxy vehicle, either. The ride is smooth, with the car only being shaken by the biggest of bumps, but overall, the ride and handling are impressive.

There is plenty of visibility, thanks to a lot of glass area and the view out the back is aided even further on our top-spec model as it’s fitted with a rear-view mirror that can be switched to a camera.

The only downsides to its driving experience are the petrol engine sounds a little strangled under hard acceleration and the steering wheel itself is fairly large which doesn’t feel natural to the touch.

How does it look?

The styling of the Santa Fe is bold, to say the least with lots of angular and flat design cues. The front end features a honeycomb-style front grille as well as ‘H’ shaped front headlights that integrate LED daytime running lights.

Its side profile features rectangular wheel arch covers and gloss black roof rails, while at the back the angular body theme continues with a completely flat back and the ‘H’ styled pattern from the front headlights finds its way on the rear lights, too. Also, there is model-specific lettering and our test car featured a gloss black lower bumper that continues around to the rear wheel arches. But, overall the Hyundai Santa Fe stands out in all areas when it comes to exterior design.

What’s it like inside?

The cabin has an upmarket feel, with a lot of high-end materials used throughout and our test car even has Alcantara A, B and C pillar panels. The dashboard itself features two 12.3-inch screens for the infotainment and instrument cluster which make the design look decluttered and modern with confusing form over function.

Storage is plentiful with a large cut-out in the centre console, big enough to fit an umbrella in. There are large door pockets and you’ll find an additional storage area under the front armrest, too. The glovebox is of average size, but there is an added benefit of a longer and narrower compartment that sits above and fits flush in the dashboard.

Interior space is impressive with loads of room in the second row, with tonnes of head, knee and legroom as well as a completely flat floor. In the third row, although space will be acceptable for short journeys, the high floor means that taller passengers will find their knees are almost around their elbows – however they do get their own air-conditioning controls, USB-C ports and 12v sockets.

Boot space is where the Santa Fe shines. Our test car came with seven seats and with all the seats in place, the total capacity stands at 413 litres. However, fold the third row down and that extends to an impressive 628 litres. If you continue to fold the second row down to turn your car into a van, that space almost triples to 1,949 litres – making the Hyundai one of the most practical cars in its class.

What’s the spec like?

The Santa Fe spec levels are generous no matter what version you go for. There are three trim levels to choose from including Premium, Ultimate and Calligraphy.

The range kicks off at £46,775 for the Premium and features a 12.3-inch touchscreen, heated front seats and an electric tailgate.

We are driving the top-of-the-line Calligraphy which starts at £52,775 and adds touches like nappa leather interior and 20-inch black alloy wheels.

All plug-in hybrid models come with four-wheel-drive as standard, while hybrid cars have the choice of a two-wheel-drive option as well.

Verdict

Hyundai has taken a risk with the new Santa Fe and it has certainly paid off. Its looks will not be to everyone’s liking but, scratch behind its marmite exterior and what lies beneath is a car that is excellent to drive, has a very well-thought-out cabin and is incredibly versatile and flexible in its seating arrangements. Added to that is an efficient array of hybrid powertrains and you’ve got a car that will suit your family’s needs without breaking the bank to run.

The new Santa Fe is a tough act to follow and other car manufacturers should be worried as Hyundai has just upped the game even further.

Facts at a glance

• Model as tested: Hyundai Santa Fe 1.6T Hybrid Calligraphy
• Price as tested: £55,730
• Engine: 1.6-litre turbocharged petrol hybrid
• Power: 158bhp
• Torque: 265Nm
• 0-60mph: 9.6 seconds
• Top speed: 112mph
• MPG: 46.3mpg
• CO2 emissions: 167g/km

By Cameron Richards

The bZ4X is a new breed for the Japanese firm and is built in conjunction with Subaru, but is it any good? Cameron Richards finds out.

What is it?

The acronym bZ4X stands for ‘Beyond Zero four X (Crossover) and it’s Toyota’s first swing into the global battery electric car market.

Underneath its skin, you’ll find the same platform and mechanicals as the Subaru Solterra SUV.

This new model is competing in the forever-expanding world of electric crossovers, but is the firm too late to join the overcrowded party? Let’s find out.

What’s new?

It’s not an uncommon site these days for a car manufacturer to introduce an EV into the SUV market. However, the bZ4X is a completely new model to join the Toyota line-up.

Its chassis, body, interior, drivetrain and electric platform are new, with the car being the first chapter into the Japanese giant’s route into its decarbonisation plan with electric, hybrid and hydrogen technology.

It may be the first global electric car for Toyota, but, rewind back to the late 90s and early 2010s, and the firm produced electric versions of the first and third generations of RAV4 that were sold exclusively in California – so it isn’t entirely new territory.

What’s under the bonnet?

We’re testing the entry-level Pure model which features a 71.4kWh battery pack and is front-wheel-drive.

The electric motor produces a total of 207bhp and 266Nm of torque. In terms of acceleration, this big SUV can do 0-60mph in 7.3 seconds and has a top speed of 99mph.

With the electric range, our test car can do a claimed 270 miles between trips to the plug and DC rapid charging is compatible, taking around half an hour to go from 10 to 80 per cent when you’re connected to a suitably rapid charger. Slower AC charging from a wallbox at home will take around 9.5 hours to 100 per cent fully charge the bZ4X.

What’s it like to drive?

Out on the road, the Toyota doesn’t do anything special. In fact, the bZ4X is more of a car to just do the basics of carrying people around with no frills or perks.

Driver engagement is not the car’s ethos, but at least it’s not trying to be something that it’s not. As it weighs nearly two tonnes it feels heavy when behind the wheel, and while the steering is adequate enough, its numb feel and lack of communication don’t inspire confidence around the twisty bits of road.

At higher speeds, there is a lot of wind and road noise that enters the cabin and the visibility out of the back isn’t great due to the thick rear pillars and the lack of a rear windscreen wiper which makes it especially hard to see out of when the rear hatch is covered in rainwater.

On a more positive note, our test car has been achieving an impressive 5.3 miles per kilowatt and the ride isn’t too uncomfortable, which makes the car more relaxing over longer distances. However, rivals like the Renault Scenic E-Tech do drive better and are better sound insulated.

How does it look?

At first glance, the bZ4X looks just like its twin sister, the Solterra. Its plastic wheel arches and swooping back window make it look bold and different, to say the least.

The smoothed-off front grille and LED headlights make the car look modern and clean without being too brash and offensive. However, our test car’s Dark blue paintwork is a little conservative.

What’s it like inside?

The first thing that captures your eye is the aeronautical-styled instrument binnacle, which looks great on the face of it, but depending on your height and seat position, it can be obscured by the steering wheel.

Materials used throughout the interior let the bZ4X down by being cheap and nasty to the touch, and don’t reflect in the £43,000 asking price either.

Storage throughout is good, but what is particularly odd is that there is no glove compartment. Instead, it’s replaced by a large cut-out located under the centre console which means that all your personal belongings will be on show. Large door bins and a very deep storage bin located under the centre armrest though make up for this.

However, step in the back and things improve. The space is vast with tonnes of leg and knee room and an almost flat floor makes it easier for three to sit abreast in the back – it’s just a shame that you can’t slide your feet underneath the front seats to really stretch out, but there’s no denying it’s one of the best in class for rear seat passengers.

Boot space is decent enough at 452 litres, but it trails behind rivals such as the Skoda Enyaq’s 585 litres. Thankfully, there is virtually no load lip and the Toyota’s rear seats fold almost completely flat which makes it a doodle to slide those longer items to the back and the space itself is very square-shaped and usable, too.

What’s the spec like?

You can get the bZ4X in three flavours, Pure, Motion and Vision – and no matter what version you opt for, they’re all well-equipped.

Our test car is the entry-level, front-wheel-drive Pure model and is priced at £42,860. It comes as standard with an efficiency-boosting heat pump, Apple CarPlay and Android Auto, LED headlights, keyless entry and start as well as 18-inch alloy wheels.

The flagship Vision comes in at £48,810 and features 20-inch alloy wheels, blind-spot monitoring and a 12.3-inch infotainment screen.

Both mid-spec and top-spec models are available with an all-wheel-drive option as well.

Verdict

Toyota may be late to the party with its BEVs but it’s certainly not with its electrified powertrains.

The bZ4X is one of those cars that doesn’t stand out in any particular area, but it does the job as a car and it doesn’t pretend or try to be something that it’s not. There are rivals that have a more engaging driving experience, have a higher quality feeling interior and look prettier.

However, the Toyota’s excellent interior space and usable boot mean it’s one of the more practical electric SUVs on the market, and with a standard heat pump and a decent electric range of nearly 300 miles on a single charge, that could easily tempt buyers away from its European rivals.

Facts at a glance

• Model as tested: Toyota bZ4X Pure
• Price as tested: £43,540
• Engine: 71.4kWh battery
• Power: 207bhp
• Torque: 266Nm
• Top speed: 99mph
• 0-60mph: 7.3 seconds
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 270 miles
• Charging speed: 150kW

By Cameron Richards

With plug-in hybrid power, the Range Rover Sport is cleaner and greener than ever, but has that made it lose its appeal? Cameron Richards finds out.

What is it?

The original Sport was launched back in 2005 and became an instant success in the world of premium SUVs.

Now in its third generation, the Range Rover’s smaller sibling has become more luxurious, has improved its onboard technology and is now kinder to the environment thanks to a plug-in hybrid setup. Does the new car have what it takes to shrug off the BMW X5 and Porsche Cayenne? Let’s put it through its paces.

What’s new?

To make a car instantly recognisable, it has to update itself subtly. This new car still has a taller, rakish design, but there are more curves and swooping lines to make it look more svelte and modern. The door handles are now flush into the bodywork to improve aerodynamics and the door mirrors have been redesigned, too.

The interior has upped its gain in terms of technology, with a large 13.1-inch touchscreen, which houses Apple Carplay and Android Auto as well as a more modern digital driver’s cockpit and redesigned centre console and gear selector.

There is optional rear-wheel-steering which enables this big old bruiser to have an 11-metre turning radius, too.

What’s under the bonnet?

We are driving a plug-in hybrid petrol model that is badged P440e. It comes with a 3.0-litre twin-turbocharged engine that is mated with a 38.2 kWh battery pack that gives a combined 446bhp and 620Nm of torque.

Furthermore, the car can do 0-60mph in 5.5 seconds and will go on until it hits its limiter at 140mph. The battery pack enables an electric driving range of around 42 miles and DC rapid charging is compatible allowing the car to be charged from 10 to 80 per cent in 35 minutes.

What’s it like to drive?

No matter where you drive a Range Rover Sport, you know that it will get you to its destination in an effortless and comfortable manner. Its air suspension does a great job of ironing out those bumps in the road and when driven on the motorway it feels as quiet and as refined as sitting in the bath with very little noise entering the cabin.

As it’s a tall car, you expect it to lean a little around the corners, and even though there is a little bit of body roll, by no means does it disappoint. In fact, on the road, the Sport is extremely impressive.

On a run, the car manages 31.2mpg, which is respectable for something of this shape and size while the engine is smooth, quiet and isn’t too intrusive when switching between EV and combustion power.

The seats are like armchairs and don’t give you any aches or pains on a long journey, and the lofty driving position ensures a very commanding view of the road ahead.

Things that aren’t so impressive are the forward visibility, which makes it hard to see over the bonnet and the large rear head restraints impair your vision more when looking out the back.

Its sheer size also makes driving around town a chore with narrow gaps difficult to manoeuvre and finding a parking spot that is big enough also takes time.

How does it look?

Looks are a subjective topic, however, the Range Rover image has built up a reputation over the years of being the go-to choice for those who like the finer things in life.

This latest model still maintains its sportier image with a lower roof line and twin-exit exhausts. The black A-pillars and roof with a larger rear spoiler still give it that distinctive edge over the normal Range Rover.

The side vents and bonnet scoops also remain the same as in the old model and therefore make it distinctively the ‘Sport’ in the range.

What’s it like inside?

A Range Rover’s piste de resistance has always been its sumptuous interior and the Sport definitely excels in this area.

Our test car features the standard Windsor leather seats and Ebony headlining making the cabin feel bright and airy. The panoramic roof also lets a lot more light into the cabin.

All the controls all have haptic feedback giving you a reassuring click every time you press a button. Meanwhile, storage is plentiful with felt-lined door pockets that are large, an extremely deep centre console storage bin, an electrically split double glove compartment and a subtle storage bin under the gear selector.

Space in the back is superb with a load of leg, head, knee and shoulder room as well as two USB-C charging ports. There are airplane-style front seat pockets and a centre armrest with an integrated cup holder and passengers get their own climate control as well.

Boot space consists of 647 litres with rear seats in place, but fold down the seats which lie completely flat and that room extends to 1,491 litres. It may not be as big as the BMW X5 or Mercedes GLE, but the Sport’s large opening and usable space still make it practical enough.

Another good point to make is you can lower the car’s air suspension from a button located in the boot. Its purpose is to lower the loading lip and make it easier to load those heavier items.

What’s the spec like?

You can buy a Range Rover Sport in four different guises. It starts with the basic S model, then goes up to SE, Dynamic SE and Autobiography.

As the Range Rover brand is a prestigious one, it also carries some hefty price tags, too.

We are driving the Dynamic SE which with a few options comes in at £93,660 and features pixel LED headlights, a Meridian sound system, a heated steering wheel and 20-way electrically adjustable front seats with memory function.

The flagship Autobiography starts at £98,445 and boasts soft closing doors, digital LED headlights and four-zone climate control.

Verdict

The Range Rover Sport offers luxury, go-anywhere off-road capability and prestige all rolled into one.

The driving experience is sumptuously comfortable and effortless, while its interior quality, equipment and space are also up there with the very best in class.

With an impressive 31.2mpg achieved and decent electric driving range for our plug-in hybrid car, it really is all the car you could ever need.

It may be expensive to buy, and fairly hard to manoeuvre around town, but if you want that prestigious image with the best off-road technology and luxury, the Sport should win the hearts of many who are looking for a luxury SUV with an engaging driving experience.

 

Facts at a glance

• Model as tested: Land Rover Range Rover Sport Dynamic SE PHEV P440e
• Price as tested: £93,660
• Engine: 3.0-litre twin turbocharged petrol with 38.2kWh battery
• Power: 446bhp
• Torque: 620Nm
• Top speed: 140mph
• 0-60mph: 5.5 seconds
• MPG: 31.2
• CO2 emissions: 19g/km
• Electric range: 42 miles

By Cameron Richards