Category: Reviews

Vauxhall has added electric power to its range-topping Grandland, but what else has changed? Cameron Richards finds out.

What is it?

The original Grandland went on sale in 2018 and was one of the first Vauxhall models to be built after the firm’s inclusion within the wider Stellantis group.

The SUV market is positively soaring right now, so it only makes sense for the firm to introduce the next-generation car that focuses on space and efficiency.

Vauxhall, by the end of this year, will offer an electric and hybrid version of every model in its range – and this latest SUV completes the set.

What’s new?

As it’s a Stellantis product, it comes as no surprise that the new Grandland sits on the same STLA Medium platform as the Peugeot E-3008 and E-5008. But there are exterior and interior changes to differentiate the three with this large Vauxhall benefitting from the brand’s latest design language while more interior and luggage space comes included too.

Furthermore, there will be an additional electric drivetrain coming at a later date which should promise one of the best in-class for driving on a single charge.

What’s under the bonnet?

There will be a choice of electric and hybrid powertrains. From launch, the electric version comes fitted with a 73kWh battery pack and electric motor that produces 213bhp and will do a claimed 325 miles on a single charge – it’s the one we’re driving in this report. Later down the line, there will be a Long range 97kWh battery pack version that the Vauxhall claims can do up to 435 miles between trips to the plug. Both models are compatible with 160kW DC rapid charging taking 26 minutes to go from 0 to 80 per cent charged, too.

At the other end, there will be an efficient hybrid version that comes fitted with a 1.2-litre three-cylinder turbocharged engine mated to an electric motor that produces a total of 166bhp and 230Nm of torque. The power will be sent to a new six-speed dual-clutch transmission and acceleration stands at 0-60mph in 10 seconds.

What’s it like to drive?

Unfortunately, the driving experience is rather plain and is very similar to Peugeot’s E-3008 and E-5008. This is no surprise, given that all the cars use the firm’s STLA Medium platform, but the steering is vague and uncommunicative and the powertrain is rather sluggish and not very quick off the mark for an electric car. We also had a go with the hybrid version which comes with a 1.2-litre three-cylinder petrol engine that is mated to an electric motor and although the powertrain gives the car a little more character, it’s still not exactly the most scintillating drive – but that’s not what this car is about, though combustion-engined rivals such as the Hyundai Tucson and Ford Kuga drive a lot better.

However, despite its lack of driver engagement, what the Grandland does well is make driving around very effortless with a decent ride, despite our test car’s 20-inch alloy wheels, and it’s very quiet at speeds with lots of sound insulation. Furthermore, driving in town is surprisingly stress-free due to its excellent turning circle and visibility which is aided even further by the 360-degree monitor and rear-view camera.

How does it look?

Given that it’s a large car, the Grandland has similar proportions to its French cousins. It still maintains a tall back end and slab-sided stance, while at the front there is the firm’s illuminated logo and 3D vizor that runs the full width of the front giving a real presence when on the road.

Down the side profile, there are some hints of Peugeot with the hidden door weatherstrips and a two-tone paint scheme. Plus, the badges at the back now feature model-specific lettering as well.

Also, electric versions have extended wheel arches and larger 20-inch alloy wheels, which differentiates it from its more conventional hybrid model.

What’s it like inside?

The new Grandland has stepped up its game when it comes to interior quality and design. Our test car is the Ultimate trim, bringing a 16-inch infotainment touchscreen as standard as well as the firm’s new ‘Pixel Box’ – which is a transparent and illuminated compartment to store your mobile phone when it’s on charge.

There is also a nice array of soft-touch materials and cloth-effect areas which are found on the door cards and on the tops of the dashboard. The only letdown is the fake carbon fibre trim pieces above the glovebox which feel flimsy and very cheap.

Deep door bins and a variety of different centre console cup holders also make the cabin very practical, too. The seats are also rather supportive and very comfortable and our test car also gets a massage function as well.

Step in the back, and there is vast amounts of space for occupants – no matter how big or small. There is lots of knee, head and leg room and a decent shoulder area, too. Boot space is bigger than it was before with an extra 36 litres of space taking the cargo capacity to 550 litres with the seats in place, or that triples to 1,645 litres when the rear seats are folded down. Not as commodious as some of its rivals, but still more than capable of coping with a larger family’s needs.

What’s the spec like?

Simplicity is what Vauxhall wants for its customers and that’s why the new Grandland is available with just three trim levels – Design, GS and Ultimate.

Prices start at £34,700 for the Design hybrid which features equipment such as a 10-inch touchscreen with Apple CarPlay and Android Auto, LED headlights and tail lights and adaptive cruise control.

Move up the range and the Ultimate in electric guise – which is what we’re driving comes – and at £45,195 boasts extras such as a heated windscreen, a panoramic glass roof and a powered tailgate making it better value for money than its Stellantis counterparts.

Verdict

This new model of Vauxhall’s flagship SUV is a vast improvement over the outgoing car. Not only does it look better and have more gadgets, but it offers a hybrid or electric drivetrain, helping to keep those running costs down.

However, it’s still expensive with every electric model over £40,000 and the driving experience is rather bland. However, if you take into account its practical nature and stylish interior with its clever Pixel Box, the Grandland will still fit into a lot of families’ lives very well.

Facts at a glance

• Model as tested: Vauxhall Grandland Ultimate 73kWh
• Price as tested: £45,195
• Engine: 73kWh battery pack
• Power: 213bhp
• Torque: 345Nm
• 0-60mph: 8.8 seconds
• Top speed: 106mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 318 miles
• Charging speed: 160kW

By Cameron Richards

One of Britain’s best-selling cars has just been given a midlife makeover but is it even better than before? Cameron Richards finds out.

What is it?

The crossover segment is positively booming right now and Hyundai’s Tucson is one of the best-selling examples in the UK.

Underneath its skin, you’ll find the chassis and underpinning from the Kia Sportage, but the Hyundai comes with a much bolder exterior design.

Back in the day, the Tucson was an outdated and archaic feeling SUV that changed its name to the iX35 in 2010. But, in 2015, the name returned and has shown that the South Korean firm can make some of the best family cars on the market.

What’s new?

You’ll have to have a degree in design because hardly anything has changed with the exterior of this facelifted car aside from a slightly different front grille, new alloy wheel designs, redesigned front and rear bumpers as well as a new rear skid plate – but the rest has stayed the same.

It’s on the interior where the changes have been made with a new dashboard design, steering wheel and dual 12.3-inch screen.

There is also a new two-wheel-drive plug-in hybrid variant that offers buyers even more choice in the Tucson range, too.

What’s under the bonnet?

There’s no shortage of choice when it comes to buying a Hyundai Tucson because you can get it with petrol, hybrid and plug-in hybrid options.

We’re driving the two-wheel-drive hybrid that comes with a 1.6-litre turbocharged four-cylinder engine mated to an electric motor that gives out a total power output of 212bhp and 264Nm of torque. In terms of acceleration, 0-60mph is dispatched in eight seconds and the car goes on to a top speed of 116mph.

You can also get a four-wheel-drive model with this engine, and all electrified versions come with an automatic gearbox as standard. However, there is a manual option in the petrol models as well.

What’s it like to drive?

The Tucson is the sister car to the best-selling Kia Sportage and that’s not a bad recipe because to drive, this Hyundai is superb.

Considering it’s a large car, it goes around corners well with a lot of grip and input through the steering. There isn’t much in the way of body lean and the car feels very composed and stable everywhere it goes.

The ride is smooth and comfortable and does a great job of ironing out those larger imperfections and the cabin is well insulated from outside noise. Our test car is the hybrid version and although we’re seeing over 50mpg, it’s not quite the 56mpg the manufacturer claims – but still impressive for a car of this size. It’s also easy to see out of thanks to the large windows and it’s aided even further with a wide range of cameras to help you with parking.

What lets the Tucson down is its engine. When you put your foot down it sounds fairly strangled and unpleasant to the ear, which is a shame, because its overall refinement is excellent.

How does it look?

It’s always a subjective matter, but the looks of this current generation of Tucson may not be to everyone’s taste due to the extensive level of lines and curves which could be too much for some.

The angular door creases and large plastic wheel arch trims give the car a bold look, and the new front grille is very striking with the integrated LED daytime running lights. At the back, the Hyundai logo is integrated into the rear window and the rear taillights run the full width of the boot lid, as well as the side chrome tops of the window frames run all the way to the back of the C-pillars as well.

What’s it like inside?

The interior is a lovely place to sit, with lots of soft-touch materials while our test car’s glass panoramic sunroof floods the cabin with light. The infotainment screen is slick and easy to navigate, plus all the controls have a nice damping effect to them, giving a real sense of quality.

In terms of storage, there is a shelf on the dashboard which is lined with rubber to stop items rolling about, and there is a large centre storage bin under the armrest, as well as deep door pockets and cup holders as well. Plus, the gear selector on automatic versions is located on the steering column allowing for more space in the centre console.

In the back, there is plenty of space for smaller adults and children, however, headroom would be better without the panoramic glass roof, but it’s not terrible, to say the least. Our test car had plenty of features to keep occupants happy including a centre armrest with cupholders and even sun blinds, too.

Sadly our hybrid test car falls short of the standard car’s 620 litres boot and drops to 616 litres, but fold the rear seats down and that extends to 1,651 litres – and there are two large handles to help push them down from the luggage area too.

What’s the spec like?

The range kicks off at £35,590 for the entry-level model and all cars come with rear privacy glass, a rear-view camera, a 12.3-inch infotainment touchscreen and dual-zone climate control.

In terms of specification, there is plenty of choice for the buyer with Advance, Premium, N Line, N Line S and Ultimate grades there to pick between.

We’re driving the top-of-the-line Ultimate model which comes in at £40,640 and boasts a whole load of features including a powered tailgate, head-up display, LED matrix headlights and ventilated front seats.

Verdict

This facelift has improved the Tucson to take it to the very top of the SUV segment. Minor exterior and mechanical enhancements have stepped up the game with this very likeable and easy-to-live-with Hyundai.

The engines are efficient, it’s good to drive and there is plenty of standard equipment to keep any buyer happy. Plus, with the firm’s five-year or 100,000-mile warranty, the Tucson comes with reassurance and peace of mind, too.

Facts at a glance

• Model as tested: Hyundai Tucson 1.6T Ultimate Hybrid
• Price as tested: £41,340
• Engine: 1.6-litre turbocharged petrol hybrid
• Power: 212bhp
• Torque: 264Nm
• 0-60mph: 8 seconds
• Top speed: 116mph
• MPG: 50.3mpg
• CO2 Emissions: 133g/km

By Cameron Richards

What is it?

This little motorcycle will be pretty familiar to those in motoring circles. After making a splash with the 1960s original, the Honda Dax has been strangely absent from the motorcycle manufacturer’s line-up for decades – with just a brief spell on-sale for the Japanese market in the late 90s – but that has all changed with the introduction of a new version.

Officially called the ST125 Dax, this new compact Honda motorcycle gets all the design cues and cutesy dimensions of the classic but with upgraded engines and some neat modern touches which should help to make it even more appealing. But what else does it have to offer aside from those retro-inspired looks? We’ve been finding out.

What’s new?

So we’ve got a classic design, but where else is the Dax making its presence known? Simplicity was always the original’s strong suit, so that hasn’t changed; the new model gets a simple steel frame and teeny-tiny fuel tank, but there have been some tweaks with twin rear shocks and 12-inch wheels wrapped in chunky tyres. The hydraulic disc brakes get full a ABS system to help with assured braking, too.

You can get the Dax in a range of quirky colours as well and while it’s a very compact bike overall, there is space for two on the banana-style seat – though we reckon the performance wouldn’t be that great for riding two-up.

What’s it powered by?

Equally compact is the Dax’s 124cc air-cooled engine with just over 9bhp and 10.8Nm of torque it’s not what you’d call overburdened with power, but it’s enough to get the Dax up to 60mph so a higher-speed cruise isn’t out of the question. Naturally, with such a small engine and a lightweight construction, efficiency is impressive with Honda claiming up to 155mpg. Blended with a 3.8-litre fuel tank, it’s enough to give the Dax a theoretical range of up to 150 miles from a full fill-up.

It’s all linked to a clever four-speed gearbox with a centrifugal clutch. Essentially, this allows you to ride the bike almost like a single-speed; simply select a gear with the left-hand-side foot shifter when you’re at a stop and pull away. Then, as you’re moving away, the clutch operates automatically and lets you shift without the need for a clutch lever.

What’s it like to ride?

With its super-small proportions, the Dax is almost toy-like on first impressions. Climbing aboard is a breeze – you merely step over the bike to get on – but once you’re in place, the Dax is a lot more accommodating than you might expect. The handlebars are nice and upright and though small, your legs don’t feel too cramped up.

The 124cc might be small in capacity but it’s big in excitement. Of course, the whole bike feels best suited around town where its nimble handling and peppy engine allow you to easily scythe through traffic and navigate inner-city layouts with ease. On the open road, the Dax will settle to a cruise at 60mph – we managed the heady heights of 70mph during our time with the Dax, but with its small wheels it was here where it felt most out of place. Plus, while the Dax’s small size might be a plus-point around town, it leaves you feeling vulnerable on a motorway or dual carriageway.

How does it look?

For such a small bike, the Dax does a great job of making a big statement design-wise. Very few people walked past it without asking us about it during our time with the Dax, with most wondering if it really was a ‘new’ bike or a classic. It’s a testament to Honda’s successful recreation and from afar, this latest version really could be swapped out for the original.

It’s a little bike with lots of character, that’s for sure, helped no end by the variety of chrome parts which give it some sparkle. We liked the blue colour scheme of our test bike, though other shades look just as good.

What’s the spec like?

Look a little closer at the Dax and you’ll see a number of upgraded parts. The front and rear lights, for example, are LED units which provide a distinctly un-1960s-like amount of illumination. It’s the same story for the indicators, too, which are LED units as well. The main LCD display gets all of the key information that you need and is clear and easy to read, too.

There are plenty of accessories to help make the Dax a little more personal to you as well. You can get an extended carrier for the rear to help with carrying larger items, while heated grips could make the Dax a year-round riding option. However, as standard, the little Honda gets more than enough features and fittings.

Verdict

At £3,799 the Dax doesn’t command a super-high price tag, though you could argue that you’d be on a far larger-engined alternative from Royal Enfield for nearly the same price. However, if you’re in the market for a smartly-styled town motorcycle then the Dax’s looks will be hard to beat.

Sure, for a rider looking for a bike that’ll devour the miles and go truly off-road then the Dax won’t make sense, but for those after a motorcycle that won’t cost the earth and brings some real fun to the riding experience then this Honda could prove very appealing indeed.

One of Britain’s cheapest new cars on sale has just received an extensive facelift to keep the city car segment alive. Cameron Richards has driven it.

What is it?

The city car is dead, right? Not in Kia’s eyes – it still thinks the Picanto has some tricks up its sleeve to entice buyers away from crossovers and compact SUVs.

The little Kia has been around for two decades and in that time it has matured and grown to become one of the best cars in the compact car class.

Underneath its skin, you’ll find the same running gear as the Hyundai i10 and while both cars may have the same mechanicals, there are changes in their engine choices, equipment levels and styling. We’ve been driving the latest Picanto to see if this extensive facelift has kept it at the top of the A-segment class.

What’s new?

Believe it or not, but the current generation Picanto has been around since 2017 and this is its third facelift to keep it in-line with its shrinking competition.

Exterior shape has remained the same, but there is a more aggressive front end that takes styling cues from its big brother, the EV9 SUV, while at the back there is now a light bar and fresh rear tail lights as well as an updated rear bumper.

Inside, there’s not much that has changed from the old car, but that doesn’t matter as the Picanto focuses on big car toys for a smaller price tag.

What’s under the bonnet?

We’re driving the entry-level 1.0-litre three-cylinder naturally aspirated petrol engine that delivers 62bhp and has a top speed of 90mph. Acceleration isn’t scintillating at 15.4 seconds to go from 0-60mph – but you’re not going to be buying this car for outright performance.

There is also the choice of a more powerful 1.25-litre four-cylinder petrol unit that pushes out 77bhp and has a top speed of 98mph. This engine is better suited for more motorway use as it’s quieter, more refined and has greater acceleration for those overtaking manoeuvres.

What’s it like to drive?

There is something very satisfying driving something as basic and small as a Kia Picanto.

We’re driving the basic ‘2’ specification that comes with tiny 14-inch wheels which make the ride a lot smoother, but it’s still a bit bouncy over larger bumps. However, we can accept that given it’s a car at the cheaper end of the market.

In terms of handling, the Picanto has very light steering which also feels numb, but the car does seem to grip rather well and there isn’t too much body roll in the corners either.

The 1.0-litre three-cylinder petrol engine will not be setting the world alight with its acceleration, but around town and even on the motorway, it feels more than adequate. However, overtaking and driving up hills needs a lot of planning as it struggles up steep inclines. The gearbox, however, is very slick, smooth and incredibly light to slot into place and the clutch has a nice feel, too.

Fuel economy is excellent with our car returning an impressive 61.2mpg on a long run, while filling up only cost around £40 to brim the tank – making the Picanto incredibly cheap to run.

How does it look?

City cars go two ways when it comes to styling. They either go down the aggressive and sporty route, or they focus on the cutesy and innocent look. However, the Picanto definitely falls into the former category. The front end shares similar design elements of other models in the Kia family with its wraparound headlights that form into the grille, while at the back a gloss black diffuser and rear light bar that runs the width of the tailgate also gives the car more presence.

Our test car is a little more plain looking due to the 14-inch alloy wheels and the rather dull Smokey blue paint finish, however the GT-Line and GT-Line S models with their side skirts and bigger wheels certainly make this little Kia a great looking city car.

What’s it like inside?

From the naked eye, inside the updated Picanto things look very similar to the old model, and that’s because it is – with the exception of a few changes.

There is now a new digital instrument cluster which houses information such as the traffic sign assist and fuel economy readings.

The interior won’t be winning the awards for luxury, but everything feels built to last and the plastics have a nice textured pattern to mask the harder touchpoints.

There is a small armrest with a little storage area, cup holders and medium sized glove box. The driving position is good, but is let down by the lack of reach adjustment in the steering wheel.

The back seats are easy to access thanks to the standard five-doors and their wide aperture. Space in the back is more than good enough for smaller passengers and average sized adults will be more than happy for a short journey, too.

Boot space is impressive for a city car at 255 litres, which is 73 litres more than a Fiat 500. Meanwhile, that space expands to 1,010 litres when the rear seats are folded, but sadly there is a large lip, making it harder to load longer items.

What’s the spec like?

Kia doesn’t mess about providing extensive levels of different trim levels. Instead, there are just five versions to choose from with every model incredibly well equipped with ‘2’, GT-Line, ‘3’, Shadow and GT-Line S.

Gone are the days when the entry-level car came with manual door mirrors and without luxuries such as air-conditioning. Even the standard ‘2’ model which we’re driving – and is priced from £15,595 – comes with electric windows all around, electric heated mirrors, a rear-view camera, automatic headlights and an eight-inch touchscreen navigation system.

Further up the range such as the GT-Line S which is priced from £18,445 and comes with keyless entry and push button start, an electric glass sunroof and 16-inch alloy wheels

Verdict

It’s a crying shame that the A-segment is dying, and with only three vehicles in this sector, the Picanto doesn’t have a lot of competition. Although it may not have many rivals, as an overall package, the Picanto is an extremely likeable, grown-up city car and if you buy a GT-Line version – it looks great, too.

It’s cheap to buy and run as well as having bags of character when behind the wheel. If you’re looking for a no-nonsense, simple and well-equipped city slicker, then the Picanto is one of the very best.

Facts at a glance

• Model as tested: Kia Picanto ‘2’
• Price as tested: £16,170
• Engine: 1.0-litre petrol
• Power: 62bhp
• Torque: 93Nm
• 0-60mph: 15.4 seconds
• Top speed: 90mph
• MPG: 61.2mpg
• CO2 emissions: 111g/km

By Cameron Richards

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

What is it?

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

How does it look?

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

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

What’s it like inside?

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

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

What’s the spec like?

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

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

Verdict

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

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

Facts at a glance

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

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

What is it?

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

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

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

What’s it like to drive?

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

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

How does it look?

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

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

What’s it like inside?

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

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

What’s the spec like?

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

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

Verdict

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

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

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

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

Facts at a glance

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

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

What is it?

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

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

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

What’s it like to drive?

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

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

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

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

What’s the spec like?

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

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards

 

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

What is it?

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

How does it look?

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

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

What’s it like inside?

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

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

What’s the spec like?

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

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

Verdict

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

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

Facts at a glance

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

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

What is it?

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

What’s new?

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

What’s under the bonnet?

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

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

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

What’s it like to drive?

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

— Cameron Richards (@CamRichards13) September 18, 2024

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

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

What’s the spec like?

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

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

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

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

What’s it like to drive?

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

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

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

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

What’s the spec like?

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards