Category: Reviews

James Batchelor gets to grips with his first ‘living with an electric car’ experience

It’s been a few months since I took the keys to my Vauxhall Astra Electric, so I know you’re all dying to know how I’ve been getting on.

Reading back my first report, I can see I wasn’t entirely honest with you. I may well drive electric cars all of the time, and I was truthful when I said that I’ve never lived with one before. But I failed to mention I was a bit anxious about spending six whole months with a car you have to plug in for long periods of time to get enough miles in the battery to ever get anywhere.

I know I sound ridiculous, but I rack up a lot of miles a month doing this job. All those lovely car events held at five-star hotels which involve driving the latest metal and being wined and dined are never close to home. And long distances inevitably mean motorways – often the thorn in the side for an electric vehicle as unlike a diesel engine, fast-flowing motorways are the least efficient places for an EV.

Since I last wrote those introductory words about the Astra I have been mostly doing local journeys, and that means I’ve probably had to charge up once every two weeks. Home charging is relatively cheap even on my standard electricity rate, and costs around £14 to fill up the battery to give an indicated 258 miles. That’s a fortnightly bargain, let’s face it, and an EV-specific tariff from a different energy supplier would cut that even further.

The Astra has a clever delayed charging feature allowing you to programme when the car charges. So, let me paint you a picture – you’re on one of those fancy EV tariffs, you get home at 5pm and it’s convenient to plug in to your home wallbox there and then. But, of course, it’s 5pm – everyone is using the National Grid to make a cup of tea and watch The Chase, so charging then will be expensive.

A few prods of the Astra’s touchscreen allows you to set a specific time for the car to charge – such a midnight when your tariff is cheaper. So, you can plug in at 5pm and all you need to do is press a little button beneath the charging port to set that delayed charge. A blue glow shows you that the car will charge at the desired time. It’s a feature I use all of the time when I’m charging at home, despite me not having an EV tariff – so it makes no difference what time I charge because my rate is the same at whatever hour of the day. I still do it though because it makes me feel good, I don’t know why.

I’ve done a handful of longer journeys too, of course. While I have had quite a few issues with the public charging network in the past, it’s all been plain sailing so far. Not wanting to sound like Alan Partridge, my favourite charging stop so far has been Gridserve in Braintree, Essex. To put it simply, it’s designed like a petrol station but for EVs. I like the layout and because it’s a 24/7 managed services owned by Gridserve, you know the chargers will work. Also, because it’s covered like a petrol station, you don’t get wet, either.

I use ZapMap all of the time. It’s an app that details all of the charging points you can use across the UK, and I have even forked out for a paid subscription to unlock extra goodies such as route planning. The Astra Electric comes with wireless Apple CarPlay as standard, so often I plan routes while sitting on the sofa watching Poirot the night before I need to do a long journey, pinpoint the chargers I need, create the route and then in the morning it’s beamed wirelessly to the Astra’s wide and crystal-sharp touchscreen.

Quite a few journeys have involved more than one charging stop. But, to be honest, these have been mostly due to me either needing a break (and deciding I might as well charge the car while I’m eating a pasty), or not having the confidence of getting to my destination with the battery’s remaining charge.

Every time I have bottled it and dived into a service area for a quick zap, it has been entirely due to my anxiety and just wanting reassurance. I’m starting to think the Astra is the most efficient electric car I have ever tested as I routinely see over five miles per kWH (which is seriously good if you don’t know), and even when I put my foot down and have the climate control cranked to maximum, I never see less than four miles per kWh.

I have a diary full of far flung events coming up, so I’ll report back on how the Astra gets on soon.

By James Batchelor

The new California sits atop a new platform, but does that mean things have changed too much over its popular predecessor? Jack Evans finds out.

What is it?

Volkswagen’s California is a common sight on the UK’s roads. It’s hard to drive along a coastal route or the countryside in the summertime without seeing the familiar boxy look of Volkswagen’s nearly ever-present camper. Replacing it is no mean feat and, given the success of the older T6.1-generation van, the challenge is all the more.

But Volkswagen seems up for that challenge, given that has released this – the new California. While the exterior might be recognisable, a lot has changed – both underneath and inside – but can it still deliver? We’ve been testing it to find out.

What’s new?

The big change comes from what California is based upon. Whereas ‘Calis’ of old were sitting upon the same platform as the Transporter van, this model shakes that method up by using the new Multivan as a base, which itself uses the same basic modular chassis that you’ll find underpinning cars like the Golf. It is, therefore, a more car-like platform, instead of a van-based one.

Volkswagen says that by doing so, the California stays under two metres tall – basing it upon the new Transporter (shared with the new Ford Transit) may have pushed it into being too tall. Plus, it allows the California to bring a more car-like driving experience than before – that’s the theory, anyway. Plus, you now get sliding doors on both sides, rather than just one as before.

What’s under the bonnet?

You’ll be able to get the California with a variety of engines and while Volkswagen is being a little coy about which ones will be heading to the UK – and what kind of outputs they will bring – the ones we tested used a familiar 2.0-litre turbocharged diesel engine with 148bhp and 360Nm of torque. You get a seven-speed DSG automatic gearbox, too, and while it doesn’t feel all that sprightly – Volkswagen hasn’t released official acceleration figures, however – there weren’t any times during our drive where it felt out of its depth.

You should also be able to get the California with a turbocharged petrol engine, while it’s expected that a plug-in hybrid model will be introduced further down the line, too. This could be a great option for more localised adventures as you’ll be able to potter about on electric-only power for a good chunk of your journey.

What’s it like to drive?

The new California instantly feels more car-like than the model which came before it. Sure, when you lop off the roof to add a pop-top bed and install a small kitchen with a fridge and cooker it’s always going to drive a little less keenly than a standard Multivan, but it’s a definite improvement over the more agricultural T6.1 which preceded it. This diesel engine provides a good slug of performance and while it can be a bit vocal under heavy acceleration, it does a decent job of getting the California up to speed in good enough time.

The forward pillars are quite chunky, mind you, so approaching roundabouts requires a little extra caution. Rearward visibility isn’t the best either – though that would be the same with a ‘normal’ van. However, with light steering and nice square dimensions, the California is very easy to park and should prove reasonably simple to live with on a day-to-day basis for times when you’re not exploring the open road.

How does it look?

Well, it looks like a California really, doesn’t it? You can get the iconic split-tone colour scheme and there will be a number of options when it comes to wheel choices and trims. Volkswagen has yet to confirm for the UK but it initially appears that there are three interior packs to choose from that’ll help you tweak the look of the cabin as well.

Certainly, during our time with the California it turned heads and got the usual greeting wave from other campers out on the roads.

What’s it like inside?

Most of the key reasons why you’d be purchasing a California lie inside its cabin and there have been a few changes to this latest model when it comes to how it’s all arranged. Up front, you have the two main seats which rotate to create a lounge-like area and there’s a handy step-through between the two. In the back, you’ve got another two seats and they’re framed by the compact kitchen area which contains your cooker, neatly integrated pull-out fridge and some cabinets for storage. There’s no option for a bench seat anymore, with all versions getting individual chairs instead.

It’s all very logically placed and easy to navigate between and there’s a good level of quality and robustness to it all. Up top – on these Ocean-specification vans – there’s an electrically-operated pop-top roof which raises to create a roomy sleeping area with an integrated mattress. Back in the main section of the California, you simply fold down the two middle seats and you can then bring out another well-sized bed.

What’s the spec like?

Because of the new Multivan-based underpinnings, the new California gets a far more tech-heavy setup than before with a larger infotainment screen and digital dials ahead of the driver. It all works pretty well too – our navigation did bug out once or twice, mind you – and there are USB-C charge points below the screen for your phone. In fact, you’ll find charge points aplenty throughout the California – even up in the pop-top roof – and they’ll still run off the van’s leisure battery when you put the car in ‘camping mode’ which switches off the main outlets but keep features such as the fridge running.

There’s plenty of lighting throughout, too, and a handy feature allows you to double-tap any light in the van and it’ll instantly switch all of them off – ideal for when you’ve got comfortable and realised that the back half of the cabin is illuminated. There’s also a separate instrument panel in the middle of the interior for controlling various functions and viewing your water and battery levels, but we found it a little sluggish to respond. Fortunately, there will be an app to go with the California and you’ll be able to access all sorts of functions through this remotely via your smartphone.

Verdict

The new California certainly continues the previous car’s legacy. While it might not be a sizeable change of pace compared to the older model, the more car-like driving experience is certainly a welcome improvement while all of the fixtures and fittings feel just a little more usable than they were before.

While official UK pricing will dictate just how much value this generation of Volkswagen California will offer, it’s certainly shaping up to be another popular sight at the UK’s beach hotspots.

Facts at a glance

• Model as tested: Volkswagen California
• Price: £85,000 (est)
• Engine: 2.0-litre turbocharged diesel engine
• Power: 148bhp
• Torque: 360Nm
• Max speed: 117mph
• 0-60mph: NA
• MPG:35mpg
• Emissions: 177g/km

The new Q6 sits atop a brand new EV platform for Audi, bringing more technology and features than ever. Jack Evans finds out what it’s like.

What is it?

Audi was one of the frontrunners in the mass-market electric vehicle segment. With its original e-tron, it showcased an ability to blend electric power with a premium look and feel, making a big impact in the process. With this car – the new Q6 e-tron – Audi is hoping to move the game forward thanks to a new platform and boatloads of equipment alongside plenty of range.

When the original e-tron hit the road it had a few competitors but, old and relatively outdated, these rivals aren’t as cutting-edge as they used to be. You could argue that it’s the Q6 e-tron’s game to lose – but we’ve been out to drive it to see if can deliver a winning experience.

What’s new?

The new Q6 e-tron is based on a cutting-edge platform and it’s this which has allowed Audi to unlock a whole range of new features and technology. Called Premium Platform Electric – or PPE – it’s going to underpin a number of upcoming Audi models, like the new A6 e-tron, as well as other EVs from inside the wider Volkswagen Group such as the Porsche Macan.

This clever new architecture allows Audi to maximise interior space for the Q6 e-tron without making the exterior proportions overly large. As a result, you get a very similar level of interior space as the larger Q8 e-tron, but in a smaller vehicle overall.

What’s under the bonnet?

As with pretty much every other electric vehicle on sale, you’ll be able to get the Q6 e-tron in a number of motor configurations. You’ll get the best possible range from rear-motor versions, while the all-wheel-drive quattro variants – like the one we’re driving today – add in more performance and the extra security of four driven wheels. All use a large 94.9kWh battery, though a cheaper Q6 e-tron model with a smaller 83kWh battery will also be along soon.

In this quattro guise, Audi claims a range of up to 388 miles while a top-whack charging speed of 270kW means that a 10 to 80 per cent charge could be conducted in 21 minutes. As with the Q8, there are charging ports handily located on both sides of the car so you’ll never be caught out when parking near a charger.

What’s it like to drive?

Been out driving the new Audi Q6 e-tron in Norway this week. Makes the Q8 e-tron (and quite a few other EVs) look and feel mighty old. pic.twitter.com/XPPl68vi8M

— Jack Evans (@jackrober) August 7, 2024

Travelling atop the silky-smooth roads of Norway, the Q6 e-tron proves comfortable, refined and easy to drive – so just as you’d want a premium SUV to feel. Visibility isn’t bad, either, and it’s refreshing to have a proper rear windscreen wiper, which is something omitted from so many electric SUVs of late – though we’ll wait for an upcoming coupe-inspired ‘Sportback’ version to disrupt this. This quattro model affords more than enough performance for most occasions, too, and there’s a lot of traction to tap into, even when you’re going around tighter, slippery corners.

It’s not a driving experience which is going to set the world alight and despite quite weighty steering, it isn’t what you’d call sporty. But there’s a generally good sense of balance to the Q6, and though it’s not featherweight at more than 2.3 tonnes, it’s actually lighter than some rivals.

How does it look?

From front to back, the Q6 e-tron is instantly recognisable as an Audi model. The four rings take a prominent position at the front, while the intricate LED headlights set the technology-focused tone for the whole car. In fact, with Active Digital Light Signatures, they can be configured to show different patterns depending on the driver’s taste and individual elements can dim up or down depending on the situation.

The side panels – or ‘rockers’, as Audi call them – provide a nice break in design for the whole car, too. But it all does feel very in keeping with the rest of the Audi line-up, particularly the smaller Q4 e-tron.

What’s it like inside?

Looking for a more analogue experience from your next car? You’re not likely to find it in the Q6 e-tron. The interior of the Q6 e-tron is dominated by technology, with the forward portion of the cabin framed entirely by displays with one for the driver, a central one for infotainment and an optional third screen for the passenger. It all blends together into one widescreen setup and though a little intimidating at first, it soon becomes the hub of the whole vehicle. Altogether, you’re getting over 37 inches of screen real estate.

However, the space is good overall. The rear-seat legroom is excellent, even when you’ve got taller riders sitting up front and there’s a decent level of headroom, too. A 525-litre boot is of a good size, too, and more than you’ll get in a petrol-powered Q5. Plus, you get the added bonus of a 64-litre ‘frunk’ which provides ideal storage for the charging cables. It’s particularly handy for when they get wet, too, and saves you from getting your luggage damp by dragging cables inside the main boot.

What’s the spec like?

Prices for the Q6 e-tron will hover around the £63,000 mark for the single-motor ‘performance’ versions and rise to £68,975 for quattro variants. Costs should dip to around £59,000, too, with the arrival of the smaller-battery variant, The good news is that, regardless of trim, you’re getting that big-screen setup with all of its many functions. In truth, some of the menus are a little over-laden with features but there are ways to shortcut them and we can’t find fault in the responsiveness with icons being easy to touch and operate on the move. The head-up display is clean and incorporates some clever graphics for the navigation and speed limits, too.

At this price, the Q6 e-tron is looking very competitive – particularly when you take into account the ageing nature of its rivals. BMW’s iX3 has been around for some time and the Mercedes EQE can’t offer the same level of technology. Given its breadth of in-car features, the Q6 e-tron does make a very strong case for itself price-wise.

Verdict

The Audi Q6 e-tron delivers an attractive proposition. It gets some next-level technology, drives in a refined and controlled manner and has enough range to ensure that long-distance trips aren’t going to be out of the question. Rapid charge speeds and plenty of in-car space and practicality only add to things.

We mentioned that this was the Q6 e-tron’s game to lose. With what it has come equipped with, we’d say that the ball is in the court of Audi’s rivals.

Facts at a glance

• Model as tested: Audi Q6 e-tron quattro Launch Edition
• Price: £63,475
• Engine: Dual electric motors
• Power: 382bhp
• Torque: Nm
• Max speed: 130mph
• 0-60mph: 5.7 seconds
• MPG: NA
• Emissions: 0g/km
• Range: 388 miles
• Maximum charge speed: 270kW

The Passat has always been a go-to for drivers after a spacious and comfortable option, but is that the case with the latest version? Jack Evans finds

What is it?

The Volkswagen Passat has always acted as a ‘safe pair of hands’ in the car world. Efficient, comfortable and spacious, it has remained a core part of Volkswagen’s range for decades, even as SUVs and crossovers became more frequent sights. These days, the Passat seems more up against it than ever – but that hasn’t stopped Volkswagen from bringing it back for another generation.

Only available as an estate car, the latest Passat continues a legacy which has seen it become one of Volkswagen’s most popular cars over its 50 years on sale. Should you consider it over the fashionable SUVs and crossovers though? We’ve been finding out.

What’s new?

As touched upon, this latest Passat will only be available as a load-lugging estate, so already it’s a car which arrives with a focus on practicality. With its 690-litre boot – expandable to 1,920 litres with the rear seats folded down – it’s certainly spacious alright, and dwarfs cars like the BMW 3 Series Touring which only offers 500 litres in comparison. In fact, it’s closer in boot size to cars from the class above.

It’s all underpinned by Volkswagen’s MQB Evo platform, which you’ll also find on cars like the Volkswagen Golf and Seat Leon. It’s a flexible platform, too, which is why you’ll find such a broad number of body lengths and styles available atop the same basic setup.

What’s under the bonnet?

An added benefit of that platform is that it allows hybridised engines to be easily used on this new Passat. The car we’re driving is equipped with a 1.5-litre turbocharged petrol engine which is hooked up to a mild-hybrid system which helps to boost efficiency while lowering emissions. Unlike a plug-in hybrid, it can’t really run on electric-only power for a decent stretch of time, however, but is here to take the strain off the engine. Needless to say, 51.5mpg and CO2 emissions of 125g/km are impressive.

It’s all driven through a seven-speed DSG automatic gearbox and while performance figures for the Passat may not be scintillating – 0-60mph comes in nine seconds flat and all-in it’ll do 138mph – they’re on the money for this size and type of car.

What’s it like to drive?

This latest Passat relays the same kind of assured, easy-to-drive experience that we’ve come to expect from this car over the years. It’s a large vehicle, of course, but it’s not a tricky one to place and though the steering feels relatively woolly, it’s a car which you can quite easily put exactly where you want it. The 1.5-litre engine is almost deceptively quiet, too, and unless you’re accelerating hard it’s very difficult to work out whether or not it is actually running.

The automatic gearbox has a tendency to be hesitant when you’re moving off from a dead stop and doesn’t like to be rushed. However, driving at a more moderate pace sees it shifting smoothly. Also, with this level of efficiency, you’re unlikely to need a trip to the petrol station all that often – we came very close to Volkswagen’s claimed MPG and it’s certain that you could achieve it on a long run.

How does it look?

The Passat exhibits all of those classic estate car design cues with its long wheelbase and stretching back section. However, Volkswagen has done well to give it a character all of its own – separate from the rest of the range – and while the front end is noticeably Golf-like in appearance, it does have a distinctive look overall.

You’ve got three trim lines – Life, Elegance and R-Line – which all have a big impact on how the Passat looks. It’s more than likely the R-Line, with its sportier bumpers and larger wheels, will become one of the more popular choices.

What’s it like inside?

Space is the most dominant aspect of the Passat’s interior. There is boatloads of legroom for those sitting in the back, ensuring that Passat will be a much-loved option for long-distance drivers. The general build quality is good, too, and there are pleasant materials dotted here, there and everywhere. Headroom is decent as well, so passengers of sizes and shapes should be able to get comfy.

As we’ve mentioned, boot space is more than adequate and because of the Passat’s relatively low ride height, it’s far easier to access the rear load area than it is in an equivalent crossover or SUV. Certainly, when it comes to loading heavier items into the back it’s a far easier process in the Passat.

What’s the spec like?

The Passat has always been a more value-orientated model and while prices have crept up for this new generation – it starts from £38,505 – you do get plenty of equipment without having to tick any boxes. Entry-level Life cars, for example, get 17-inch alloy wheels, a rear-view camera and a full infotainment system with satellite navigation and Volkswagen’s new ChatGPT-powered voice assistant.

Our Elegance-grade car, meanwhile, takes a more luxurious angle with comfier seats with a massage function for the front chairs, as well as a tilting and sliding panoramic sunroof. A big benefit is the Acoustics Pack which brings extra sound deadening and laminated safety glass for the side windows. It helps to boost the refinement levels of the Passat overall and gives it an even more premium feel inside.

Verdict

The Passat feels like the perfect antidote to the vast swathes of crossovers and SUVs which have been introduced to the market recently. While it doesn’t offer the raised seating position of either of these types of vehicles, where it excels is in its spaciousness and versatility.

Not only that, but the Passat brings a level of refinement that few others in this price bracket and, when coupled with some excellent efficiency, makes this a great all-rounder.

Facts at a glance

• Model as tested: Volkswagen Passat
• Price: £41,590
• Engine: 1.5-litre turbocharged petrol with mild-hybrid technology
• Power: 148bhp
• Torque: 250Nm
• Max speed: 138mph
• 0-60mph: 9.0 seconds
• MPG: 51.5mpg
• Emissions: 125g/km

For those who need to carry many people in a vehicle powered by electricity, the market is small but growing. James Batchelor tries Toyota’s nine-seater people-mover.

What is it?

The Proace is Toyota’s mid-sized van, and if it looks a little familiar then that’s because it shares rather a lot of its componentry with Stellantis vans from Peugeot, Citroen, Vauxhall and Fiat. The Proace, along with its smaller and larger siblings, are the result of a partnership between the two giant carmakers, meaning owners get tried and tested technology backed up by the Japanese brand’s fantastic customer service.

What’s new?

Just like the car market, the van world is quickly adapting to the need to launch more electric-powered models. Until earlier this year, Toyota could sell you a diesel powered Proace Verso. But the requirement to sell more zero-emission vehicles has kicked in when it comes to this practical van, as Toyota has recently made the decision to axe the derv. So now it’s electric only, making the Proace Verso (along with its Stellantis sisters) one of a few, but growing range of people carriers powered by electricity.

What’s under the bonnet?

Instead of 1.5- and 2.0-litre diesels, you’ll find a 134bhp electric motor powering the front wheels. This is fed by a 50kWh battery pack – the same size used in a variety of Stellantis models such as the E-208 supermini. Toyota claims you’ll be able to cover 143 miles before needing to top up its battery, and thanks to 100kW charging capability a 10 to 80% recharge takes less than 30 minutes. The battery pack is neatly located under the van’s floor, meaning there’s no impact on space inside.

As this review went to print, Toyota announced a facelifted model sporting a larger 75kWh battery pack for a claimed 214-mile range. 

What’s it like to drive?

Diesel power and large vans with many seats on board go hand in hand, but we were pleasantly surprised at how relaxing the Proace Verso is to drive. It’s easy to get a comfortable driving position, and the high-mounted seats give a fantastic view of the road. The absence of a growly diesel engine under the bonnet makes for a far more refined driving experience, while the ride is nicely supple – the Proace Verso shrugs off potholes and speed humps with ease. 

Three different driving modes – Eco, Normal and Sport – either restrict the electric motor’s power to eke out the range or unlock power for more speed. The latter is particularly useful when fully loaded, but whatever the driving mode the Proace Verso feels quick enough thanks to the motor’s ability to deploy its torque immediately. The steering is light and accurate, and unlike in some electric vans, the brake pedal feels natural despite being regenerative.

The claimed 143-mile range is doable when driving with limited passengers on board, but fill the van to its capacity like we did and that range is more like 100 miles in warm weather. 

How does it look?

Naturally, a van is never going to turn heads down London’s King’s Road, but with its flashes of chrome on the grille and smart alloy-like plastic wheel covers, there’s a neatness to the styling. Toyota has done quite a good job at making the Proace Verso look different from other Stellantis models, and despite the shared basic body shell, the Toyota’s corporate look works well. The forthcoming facelifted model wears a very different design, adopting a look more akin to Toyota’s recent electric cars. 

What’s it like inside?

Verso is a name that has traditionally been used on Toyota’s more practical models, and with the Proace the Verso name is well matched. It comes in two different wheelbases – the smaller L1 measures 4,933mm, while the longer L2 maxes things out to 5,333mm – and there’s the choice of seven-, eight- and nine-seat configurations. In long L2 nine-seater spec, like our test vehicle, there’s tons of space, but the only real benefit of going for the L2 model is if you need room to carry the luggage of those nine people onboard as it has more boot space. 

Interior quality is perfectly fine for this type of vehicle. The dashboard is covered in hard, durable plastics, but it’s nicely designed. The new facelifted model brings a redesigned dashboard. 

What’s the spec like?

Our test van was in Shuttle spec and, as the name implies, it’s designed to ferry people around with the minimum of fuss. Therefore the seats are trimmed in hard-wearing fabric and the flooring is equally hard – there are no carpets. That said, an air conditioning panel that stretches from the front to the rear of the vehicle with temperature controls and vents boosts the comfort levels. 

A seven-inch touchscreen sits neatly within the dashboard, and it has wired Apple CarPlay and Android Auto functionality, along with built-in sat-nav. For the refreshed version, Toyota is expected to add more models designed for families and VIP business transport.

Verdict

With a 50kWh battery pack and a range of between 100 and 140 miles in everyday driving, the Proace Verso may be adequate for large families looking for EV transport. But as a vehicle for shorter journeys, private hire or hotel transfers, the Proace Verso really does impress. The forthcoming updated model with its longer range will increase the Proace Verso’s flexibility, but regardless, it’s a quiet and comfortable to drive people-mover that could be ideal for families and businesses with specific needs.

Facts at a glance

Model as tested: Toyota Proace Verso EV L2 50kWh Long Shuttle

Price: £43,433

Engine: Single electric motors

Power: 134bhp

Torque: 260Nm

Max speed: 81mph

0-60mph: 13.1 seconds

MPG: NA

Emissions: 0g/km

Range: 143 miles

Maximum charge speed: 100kW   

By James Batchelor

The Skoda Kamiq has only just arrived but it has immediately made an impression. Cameron Richards reports.

Last month I nearly shed a tear as I said goodbye to my trusty Skoda Karoq. It was pretty much the perfect daily companion as it was practical and used its space in a clever and thoughtful way, while also having superb (no pun intended) comfort and refinement levels.

Its replacement is its smaller brother, the Kamiq. I have gone for the top-of-the-line Monte Carlo model, and it features bucket sport seats, fake carbon fibre inlays on the door cards and seat bolsters, diamond-cut alloy wheels and a full-length glass panoramic roof.

There was a pang of disappointment as I clambered aboard for the first time to find no leather interior, no heated seats or steering wheel, and no magnified ice scraper.

But, if we gloss over those little first-world issues, the last month has proved that the cheaper Kamiq can still impress me in many areas.

First of all, while it may not feature as many clever design features as the Karoq, it still comes with a parking ticket holder on the windscreen, a phone holder located on the back of the driver’s seat and an umbrella in the driver’s door.

My Karoq was fitted with a very smooth 1.5-litre TSI four-cylinder petrol engine, but this Kamiq has a smaller 1.0-litre TSI unit under the bonnet. Like the Karoq, though, it comes with a seven-speed DSG automatic gearbox.

Out on the road the three-cylinder engine does sound a little thrummy, and the gearbox has the same annoying characteristics as before, such as being a little slow to respond, and at times, shifting down a gear when not needed. However, the Kamiq does drive well and is easy to manoeuvre around town. My first impressions are that it’s not as comfortable to drive as the Karoq, but its visibility is better, thanks to the larger side windows.

The rear seats aren’t as versatile either. The Kamiq comes with a 60:40 bench seat which just folds down, whereas the Karoq’s 40:20:40 individual seats that could slide, recline and even be removed altogether were more practical.

But, the Kamiq does come with a few nifty options which makes life a bit easier. It’s fitted with a powered tailgate, and it comes with pop-out door edge protectors to prevent you from chipping the paint on walls when opening the doors.

The full-length panoramic roof does flood the cabin with light, which is a nice feature, and the Kamiq isn’t short of cubby spaces. Like the Karoq, the Kamiq also comes with a nifty little storage bin (literally) in the front driver’s door card.

I haven’t been able to use the Kamiq as much as I would have liked recently due to a number of other short-term test cars arriving at my house, but I did stretch the car’s legs on a trip to the Goodwood Festival of Speed last month. It proved to be refined and comfortable at speeds and because you sit lower than you do in traditional SUVs, it feels more car-like to drive.

Our example is front-wheel drive and in the muddy, slippery fields of Goodwood you could feel it struggling slightly for grip, but not to the point where you felt as though the car was going to get stuck.

It’s also been on a couple of other trips with four-up and it performed well. There were no complaints of passengers struggling for head and legroom, and the drive didn’t feel all that different with the extra weight of those onboard.

My first few weeks behind the wheel have been enjoyable, and I am looking forward to the months ahead. Sure, it’s not as luxurious, comfortable or not as practical as the Karoq, but I think I will grow to love it just as much.

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:
• CO2: 132g/km
• 0-60mph: 10 seconds
• Top speed: 121mph
• Mileage: 3,035

By Cameron Richards

Underneath you’ll find the underpinnings of the Toyota Yaris Cross, but does that mean it’s just wearing a posh suit? Cameron Richards finds out.

What is it?

The LBX arrives as the smallest car in Lexus’ current range, with its eye-catching acronym standing for ‘Lexus breakthrough X (Crossover)’. Available only as a hybrid, there is also a choice of front and four-wheel-drive models while there’s no shortage of trim levels and colours, either.

It’s got a big act to follow as it’s competing in a fiercely competitive sector of the compact SUV class – rivalling cars like the Skoda Kamiq and Audi Q2. So can it do enough to come out on top? We’ve been finding out.

What’s new?

This is Lexus’ first take into the compact crossover class and with such demand in this segment, it’s not tricky to see why. The LBX features a new body with touch-sensitive door handles as well as a premium interior with lots of standard equipment.

Underneath the skin, it shares all of its mechanicals and chassis with the Toyota Yaris Cross, except for a longer wheelbase which has been introduced with the aim of boosting interior space.

What’s under the bonnet?

It’s simple. There is only one engine to choose from and that is a 1.5-litre three-cylinder petrol engine that is mated to an electric motor. It produces 138bhp and 120Nm of torque, but also emits only 103g/km of CO2.

Acceleration isn’t too bad with a 0-60mph time of 9.0 seconds and a top speed of 105mph – while all LBXs come as standard with a CVT automatic transmission.

The powertrain is a standard hybrid system which doesn’t need any plugging in, meaning that the engine acts as a generator to charge up the battery. All you need to do is fill the car up with fuel like any other conventional vehicle.

What’s it like to drive?

Behind the wheel, the LBX is an excellent car to drive. With its neat and precise handling and its nicely weighted steering feel, it inspires you with confidence when chucking it into the twisty sections of the road. There is hardly any body roll and it feels planted and agile when you want to have a bit of fun. It’s very refined with a lot of sound deadening which eliminates road, tyre and wind noise at speed.

The seats do a good job of supporting you and there is plenty of adjustment in them and the steering wheel.

The only gripes to find are that taller drivers can hit their knee on the centre console when driving which can be a nuisance and the C-Pillars are relatively thick, causing obstruction when reversing and manoeuvring around town.

Out time with the car saw fuel efficiency of 58.1mpg – not far off Lexus’ claimed 62mpg figure either, making the LBX one of the most fuel-efficient in this class.

Driving around town, and at speeds of under 30mph, the car runs purely on its electric motor making it relaxing, quiet and effortless. However, put your foot down and the engine roars into life and sounds fairly strangled and loud. Additionally, the ride does seem to fidget about a bit over uneven road surfaces and although the LBX isn’t uncomfortable, the Skoda Kamiq does feel more relaxed over the bumps.

How does it look?

Lexus has always pulled off its own unique identity, and the LBX definitely follows suit. Its angular bonnet and wraparound headlights alongside its honeycomb effect mesh grille give the car an aggressive front end.

Our test car featured the two-tone black roof and diamond-cut alloy wheels which all help make the LBX a real head-turner. At the back features a blacked-out C-pillar and a single light bar that runs the width of the tailgate. Overall, the car sits nicely on the road with a wider stance that helps its appearance.

What’s inside like?

Step inside and it’s a typical Lexus, in which everything feels built to last and all the cabin materials are of high quality.

The door bins are large with enough space for average-size water bottles and there are five USB-C charging ports. A spacious storage space under the centre console is handy, and there is an adjustable centre armrest that houses a removable cup holder and deep cubby.

But, on the flip side, the glovebox is pretty small and interior space for the rear passengers is cramped with limited head, legroom and foot room.

Another irritation is the internal electronic door handles which can be fiddly to use. You have to push them away and hold the door as you exit the car, which is fine when you’re used to them, but passengers who occasionally travel will be stumped on how they work. Luckily there is a manual override function where you can pull the handle towards you two times – making it more intuitive to use.

The rear seats don’t fold flat and the boot space is not as big as some of its rivals at 402 litres. A Volkswagen T-Roc has 445 litres, in comparison.

What’s the spec like?

There’s no shortage of choice when choosing the right LBX, in fact, the range consists of Urban, Premium, Premium Plus, Premium Plus Design, Takumi, Takumi Design and Original Edition.

Our test car is the Premium Plus Design which starts at £35,605 and includes heated front seats, blind-spit monitoring, head up display and rear privacy glass.

Higher specced versions such as the Original Edition come in at £40,005 and boast a 13-speaker Mark Levinson premium audio system, 18-inch alloy wheels, a 360-degree panoramic view monitor and a heated steering wheel.

Additionally, the Takumi and Takumi Design models come with the choice of either front or four-wheel-drive options.

Verdict

To sum up the LBX, it’s a great all-around car that is fun to drive while incorporating Lexus’ usual reliability, quality, dependability and durability. It also offers a lot of standard equipment and delivers great fuel economy and low CO2 emissions.

It may not be the most practical car in this segment, and its engine isn’t the smoothest or quietest, but you can’t ignore the fact the Japanese sub-brand of Toyota has done an excellent job in developing a small crossover that offers a sporty driving experience coupled together with great looks and superb build quality.

Facts at a glance

• Model as tested: Lexus LBX Premium Plus Design
• Price as tested: £36,275
• Engine: 1.5-litre petrol hybrid
• Power: 138bhp
• Torque: 120Nm
• 0-60mph: 9.0 seconds
• MPG: 58.1
• CO2 emissions:103g/km

By Cameron Richards

With a refreshed front end and more modern interior, the new Kuga has a lot to give, but what’s it like out on the road? Cameron Richards finds out.

What is it?

The Ford Kuga has been around since the late 00’s as a compact SUV, and since then, it has grown in size, gained more on-board tech and has become one of the go-to choices for those looking for an engaging family car.

The third-generation model was released in 2020 and now for 2024, it has received a midlife makeover to help it stay in-line with the competition from Kia and Nissan.

What’s new?

Externally, there is a gloss black grille, new headlights and light bar. The ride height has increased for better ground clearance, too, though this is still very much a road-focused SUV.

Inside, the old eight-inch touchscreen has been replaced with a 13.2-inch infotainment display that Ford calls its Sync 4 unit. Furthermore, the instrument cluster has been updated and increased in size to a 12.3-inch digital display.

What’s under the bonnet?

The Kuga is available with petrol, hybrid and plug-in hybrid powertrains – Ford has ditched all diesel variants from the Kuga range, meaning that only petrol and electrified power units are on offer.

We’ve been testing the plug-in hybrid version that comes with a 2.5-litre Duratec petrol engine that is mated to a CVT automatic gearbox and 14.4kWh battery pack that allows the Kuga to do 35 miles on electric driving alone. Overall power comes in at 239bhp, allowing this SUV to do 0-60mph in 7.1 seconds and a top speed of 125mph.

What’s it like to drive?

Out on the road, the Kuga impresses in a lot of areas. Take it on a long trip and it is very relaxing to travel in. The ride is well-judged and the cabin is nicely insulated from road and wind noise. At speed, the car performs well, is very quiet and largely composed on the motorway.

Fuel economy is excellent, too, with our plug-in hybrid test car averaging 60mpg no matter if you’re driving in town, the open road or on a long run.

Take it on a twisty road and the handling is precise, has a good feel to it and there isn’t too much body roll considering that the Kuga is quite a tall vehicle.

In town, the plug-in hybrid system makes good use of its electric motor with very little input from the petrol engine. It helps to make it easy to drive while having the nifty by-product of boosting efficiency.

All the controls are easy to operate and visibility is excellent due to the large windows. However, the thick b-pillars do obstruct your view of other cars when changing lanes on motorways. Also, when driven hard, the engine and CVT gearbox start shouting and screaming which can be unpleasant. Drive the car in Sport mode, and although it sharpens the handling and throttle response, the engine just wants to rev out which can be annoying.

How does it look?

We’ve been testing the rugged Active model that gives you lifted suspension and plastic wheel arch trims. From any angle, the Kuga is a good looking car. Our car came with the optional Bursting green paintwork, which makes it really stand out and gives it an individual presence.

The side profile is housed by lower body mouldings finished off in silver trim and the gloss black roof bars and roof match the front grille colour, too.

The redesigned front headlights have a wraparound effect and at the back, there are some real exhaust tips – you’ll find no ‘fake’ plastic versions here.

What’s it like inside?

Inside is a mixed bag. Aesthetically, it’s a stylish a minimalist affair, however dig a bit deeper and you’ll find hard scratchy plastics on the rear door panels, glovebox and centre console, which doesn’t reflect in the car’s £42,000 asking price.

But, on the flip side, there is plenty of space inside for occupants with a vast amount of head and legroom for rear seat passengers and there’s a fairly flat floor, too. The rear seats slide forwards for more boot space, or backwards for more legroom as well. There are large door bins and the cupholders are of a decent size. It’s just a shame that the centre storage bin is a little small and the glove box is not the biggest.

The touchscreen interface looks great and is fairly easy to use and even though the climate control buttons are integrated into the display, they’re on the screen permanently making them easier to use. However, Apple CarPlay was a bit temperamental and it struggled to connect to devices or adjust volume without glitching.

Our plug-in hybrid model has a smaller boot than the normal hybrid to make way for its batteries at 628 litres, but it’s still bigger than a Nissan Qashqai or Kia Sportage. Fold the seats down and the space extends to 1,534 litres, it’s just a shame there’s a fairly large ridge between the boot floor and seats when they are folded down.

What’s the spec like?

The Kuga comes in plenty of permutations that offer a vast amount of standard equipment, with Titanium, ST-Line, Active and ST-Line X.

We were testing the Active model which is priced at £38,965 and gives you lifted suspension, black mirror caps and roof, 18-inch diamond cut alloy wheels and part leather and Alcantara seats.

The flagship ST-Line X is yours for £39,705 and offers a heated steering wheel and seats front and rear, 19-inch alloy wheels and an electric sliding glass sunroof.

Verdict

On the face of it, the Kuga just looks like every other SUV. But, scratch beneath the surface and this facelift has improved the looks and on-board tech.

It’s great to drive with excellent handling and refinement as well as being able to be practical and make good use of its space.

The plug-in hybrid model is also very economical and its decent 35 miles of electric driving range isn’t bad either.

The cheap feeling plastics let it down, but we can forgive it for being a great all rounder and one that should be on your shopping list if you’re in the market for a midsize SUV with green credentials.

Facts at a glance

• Model as tested: Ford Kuga Active PHEV CVT
• Price as tested: £41,955
• Engine: 2.5-litre petrol with 14.4kWh battery
• Power: 239bhp
• Torque: N/A
• Top speed: 125mph
• 0-60 mph: 7.1 seconds
• MPG: 61.5
• CO2 emissions: 123g/km
• Electric range: 35 miles

By Cameron Richards

The small family hatchback is one of the firm’s most important and successful models. Cameron Richards has driven the latest version.

What is it?

The Volkswagen Golf is now 50 years old, and in that time it has become a household name for the German brand. In fact, a total of 37 million have been sold worldwide.

Not only that, but it has also become the benchmark of the small family hatchback class as it demonstrates that quality, refinement, interior space and practicality needn’t cost the earth.

Available as a five-door hatchback or five-door estate, there are plenty of offerings available and now in its eighth iteration, the Golf has received a mid-life facelift to help it keep in touch with its competition from Ford and Vauxhall. We’ve been driving it in the UK to find out if the tweaks made improve the overall performance of this landmark model.

What’s new?

The Golf has always evolved subtly and gracefully with minor nips and tucks here and there to keep it looking sedate yet modern.

This latest version comes with an updated exterior that incorporates a new front end with redesigned headlights and taillights and there’s an illuminated Volkswagen logo, too, following on from other cars in the firm’s range which use this eye-catching feature such as the Touareg and ID.4.

Inside, there is an improved infotainment screen with updated software. It has been introduced to address some criticism voiced against the previous Golf’s screen setup which many found too cluttered. It’s not the only change made to silence critics – the fiddly touch-sensitive buttons on the steering wheel have been replaced with physical ones, too.

What’s under the bonnet?

The Golf is available with a range of petrol, diesel, mild-hybrid and plug-in hybrid guises.

Our test car had the 1.5-litre TSi turbocharged petrol engine which is available with either manual or automatic transmissions and is offered in two power outputs – 114bhp or 147bhp. The former does 0-60mph in 9.7 seconds and has a top speed of 126 mph while the latter can do 0-60mph in 8.4 seconds with a manual transmission or 8.2 seconds when equipped with Volkswagen’s DSG automatic. Go for this second transmission – like the one fitted to our test car – and it comes with mild-hybrid technology, too.

What’s it like to drive?

Driving the latest MK 8.5 Volkswagen Golf. Always an added bonus when the sun is out on a car launch. ☀️ pic.twitter.com/CRO1sbbkTM

— Cameron Richards (@CamRichards13) July 18, 2024

It’s easy to see why the Golf is the king of all the small family hatches. Out on the road, it performs incredibly well.

We were driving the 1.5-litre eTSi turbocharged petrol with a seven-speed DSG gearbox. The engine feels reasonably punchy while the mild-hybrid technology allows the Golf to run on electric-only power at very slow speeds, which helps it to crawl through traffic in relaxing silence.

However, the automatic gearbox can be a little hesitant and does make the engine quite vocal when accelerating hard. Overall refinement is excellent though, with very little wind, tyre and road noise entering the cabin.

Visibility is also good with large side windows and a clear view of the road ahead. The seats, meanwhile, are comfortable and supportive while the driving position is good with a lot of adjustment allowing you to easily get comfortable.

It also handles well with impressive levels of grip through the bends. But, even though it’s good to drive, the Golf still feels a little sober and doesn’t have much character. Numb steering and a rather bland engine note don’t help things, but after all, this is no performance car.

How does it look?

Throughout every generation, the Golf recipe has stayed the same. This latest model is a continuation of the Golf’s inoffensive approach to design which, though a little dull in places, is pretty much what we’d expect from this hatchback. After a little more exterior flair? Head in the direction of the mechanical twin to the Golf, the Seat Leon.

The side profile remains almost the same as the outgoing model and at the back, the rear bumper has dropped the fake-looking exhaust tips in favour of a larger chrome strip that runs the lower part of the car – and there is a new rear diffuser to give the Golf a slightly sportier edge. Overall, you would have to be a real Volkswagen aficionado to spot a lot of the changes externally.

What’s inside like?

Volkswagen products always have plush interiors, and this facelifted Golf is no exception. New high-quality materials are used throughout and there is a larger 12.9-inch infotainment screen and 10.2-inch instrument cluster that Volkswagen calls ‘digital cockpit pro’.

You’ll find that voice assistance and ChaptGPT are now standard across the range as well, helping to make it easier to interact with various functions of the car without having to use the main screen. Touch sensitive steering wheel buttons have now been replaced with physical ones, however, the volume control for the stereo still relies on haptic feedback and is hard to use on the move.

The cabin is thoroughly well thought out with felt-lined door bins and a generous glove compartment helping to make the interior feel a little more spacious and practical. Rear leg and headroom are one of the best in class, thanks to the car’s boxy design, but the large transmission tunnel will make it harder for someone to sit comfortably in the middle.

Boot space stands at 381 litres which is slightly more than a Ford Focus but not as spacious as the 410 litres found in the Honda Civic. However, the Golf’s rear seats do fold completely flat and there is some underfloor storage to eke out as much space as possible.

What’s the spec like?

If variety is what you’re after with your next car, then you’re bound to find something that’ll fit the bill in the new Golf’s list of specifications with Life, Match, Style, R-Line, Black Edition and GTE trim levels all there to choose from. Switch to the estate and you’ll find Life, Style and R-Line trims all available instead.

Our test car was finished in R-Line specification which is priced at £30,285, and includes a body kit and sportier bumpers, sports seats and steering wheel.

Higher up the range is the Black Edition which adds larger 18-inch alloy wheels, black door mirrors and LED taillights but bumps the price up to £31,285.

Verdict

After half a century, the Golf still remains the king of the hatchback class. It does everything just right. It’s sensible, safe, practical, good to drive, affordable to run and is a nice place to sit.

Sure, there are other cars in this sector that offer a better driving experience and are more exciting to look at, but the Golf still has a classless image that will age like a fine wine. In short, the Golf is still the one model that every car maker should see as a benchmark.

Facts at a glance

• Model as tested: Volkswagen Golf R-Line eTSi S-A
• Price as tested: £35,250
• Engine: 1.5-litre eTSi turbocharged petrol
• Power: 147bhp
• Torque: 250Nm
• 0-60mph: 8.2 seconds
• Top speed: 139mph
• CO2 emissions: 122g/km
• MPG: 53.3mpg

By Cameron Richards

What is it?

BMW has a well-established presence in the motorcycle cruiser segment. One of its most recent forays into this area of the market has been the R18, with its big, burly presence and huge boxer engine making it a standout choice against others in the market. But if you’re after something a little more compact and ever-so-slightly sportier, where do you turn? The answer could be this – the R12.

It’s based on a similar setup to the popular R12 nineT model, which should make this new cruiser a little more dynamic to ride than fully-fledged cruisers. But what is it like to ride? We’ve been finding out.

What’s new?

The R12 leans unashamedly on some retro styling – as do so many of its rivals – but while other cruisers might go hard on chromed components, this bike is a little more contemporary with a largely blacked-out finish applied to many of its features. With its feet-forward ride position, it is designed for comfort while its wide bars aim to boost confidence at lower speeds.

At the core of the R12 is a new tubular steel spaceframe, which is different from the setup found on the older R nineT series which used a separate front and rear main frame instead. The end result? Fewer attachments, a cleaner look overall and less weight.

What’s it powered by?

Driving the R12 is a two-cylinder ‘boxer’ engine with a shaft drive. It’s a setup that we’ve seen used in all manner of BMW motorcycles and is distinctly central to the brand’s approach to how it builds its bikes. In this instance, the air and oil-cooled 1,170cc engine develops 94bhp – slightly less than the 107bhp you’ll get in the R12 nineT – alongside 110Nm of torque. It’s sent through a six-speed manual gearbox, too.

A left-side exhaust system with a double silencer provides a beefy soundtrack to the whole affair while a new airbox is cleverly housed under the seat. Up front, you’ve got upside-down telescopic forks, while four-piston monobloc brake calipers and 310mm floating brake discs provide ample stopping power.

What’s it like to ride?

You sit down on the generous low R12 and find it’s easy to get both feet flat on the floor. Even shorter riders will find it a breeze to get comfortable on this bike, while the reach to the bars doesn’t leave you leaning over too far. The large boxer engine which sits sideways means that your feet positioning will never be absolutely forward, but it’s a lot more relaxed than other BMW motorcycles available today.

That engine does deliver chunky performance, mind you, with loads of torque ensuring that roll-on acceleration is excellent. The exhaust note is almost aeroplane-like in its delivery and while a lack of front screen means that this will never be a true long-distance touring option, it’s still happier and more comfortable at speed than you might expect. Cruise control helps to take the edge off longer trips, too. You can also switch between two rider modes – ‘Rock’ and ‘Roll’ – with the former delivering a sharper throttle. However, it can be a little tricky to keep remembering which one does what – it may have been easier just to call them ‘Sport’ and ‘Road’.

How does it look?

As we’ve already touched on, the R12 has a distinctly retro appeal to it. The steel tank has been designed to mimic the ‘Toaster Tanks’ that you’d find on some of BMW’s motorcycles from the 1970s and, as such, features a teardrop shape which feeds into the single seat and sharp rear wheel cover.

Again, the low seat height also plays into the classic cruiser design but has the added benefit of making this a very approachable motorcycle, despite its large-capacity engine. In addition, you’ve got a large 19-inch front wheel and a 16-inch rear wheel which compliment the overall look of the bike. There’s also loads of scope for personalisation on the R12, with loads of packs – including classic-inspired ‘Option 719’ parts – allowing you to tweak and tailor the look of the bike to your own liking.

What’s the spec like?

Prices for the BMW R12 kick off at £11,990, making it slightly cheaper than other cruiser rivals like the Indian Scout and Harley Davidson Nightster. Naturally, it’s not hard to bump up the R12’s price once you start adding options, but it’s good to know that if you’re not too bothered about adding some extras then you can keep the price reasonably civil.

All versions get a keyless ride, too, though you’ll still need the key to unlock the fuel tank. As standard, the R12 just gets a compact display, though you’ll need to pay a little extra to get the handier digital display which gives you a good access point to all kinds of riding information. Annoyingly, there’s no fuel gauge, however. Your alert regarding fuel levels comes when it’s running low – whereby the system will note down how many miles you’ve travelled since the fuel light came on. It would be much easier just to have a simple range or bar graph.

Verdict

The BMW R12 combines the easy-going nature of a cruiser with the added sharpness of a sportier bike. Sure, it’s not going to keep up with an out-and-out sports bike, but it’s more than capable enough of turning your favourite road into something a little special.

But where the R12 really impresses is how polished it feels. From the switchgear to the click-clack gearshifter, this is a bike which impresses a sense of reassuring quality through to its rider – and that’s what makes it a very easy model to recommend.