Category: Reviews

With a starting price of £14,995 and a claimed electric range of 140 miles, can the Spring put a spring in your step? Cameron Richards finds out.

What is it?

The Spring is Dacia’s smallest model and will be the first EV to be launched by the brand. Arriving as the cheapest new electric car on sale here in the UK, it’s accompanied by an attractive price tag of just under £15,000.

Cars it’s competing against – like the Fiat 500e – are more expensive and less practical whereas the Spring comes as standard with five-doors alongside that value-focused price tag.

Its predecessor wasn’t available over on our shores, however, this second-generation car is available to order now for British buyers.

What’s new?

All the body panels with the exception of the roof are new and inside, the interior has been updated and now includes more equipment

A host of new standard safety equipment also aims to make the Spring as safe as possible in the event of an accident such as emergency braking, traffic sign recognition, rear park assist, lane change alert, lane keep assist, driver attention warning and Dacia’s eCall emergency service call.

What’s under the bonnet?

The Spring will come with a 26.8kWh battery pack and will be available in two power guises.

The basic powertrain comes with a 45bhp electric motor and 125Nm of torque. It has a top speed of 78mph, does 0-60mph in 19.1 seconds and can do 141 miles on a single charge.

We were driving the more powerful unit, which is standard on the top trim level. It comes with a 65 bhp electric motor, but has less torque at 113Nm, the same top speed as the former, but a quicker 0-60mph of a rather sedate 13.5 seconds. An electric driving range of 135 miles is only slight under that in the lower-powered model.

What’s it like to drive?

This is Britain’s cheapest EV — the Dacia Spring. Prices start at £14,995. Driving impressions will be revealed on Friday. pic.twitter.com/tcgKot6hya

— Cameron Richards (@CamRichards13) July 10, 2024

Behind the wheel, the Spring feels like a cheap car. There is a lot of road noise at speed and not that much sound insulation.

The driving position itself has limited functions with no height adjustment on the driver’s seat and lack of reach on the steering wheel while the steering itself is vague and you struggle to know where the vehicle is turning.

The suspension is a little bouncy over bigger bumps and the car does pick up on the smaller imperfections on the road. Cornering at higher speeds, meanwhile, makes the car feel nervous and around the tighter bends, there is a lot of body roll – but this is no sports car, after all.

Nevertheless, acceleration is perfectly acceptable and visibility is also decent when manoeuvring.

Also, for an EV, it’s very light with our test car weighing in at 984kg.

The baby Dacia feels most at home in town. The light steering made it very easy to drive down narrow streets and the turning circle is one of the tightest around.

How does it look?

Looking at its exterior, it’s clear that the Spring has taken some design cues from its larger sibling, the Duster. There are coloured protection strips that wrap around the body of the car to help reduce damage in those urban environments, alongside lower-door side protectors.

The front features LED daytime running lights with the brand’s Y-shaped light design, while the roof bars found on the old model has been removed which help reduce weight, improve aerodynamics and help with the car’s electric driving range.

The C-pillars house the Spring logo and the front and back bumpers are made from hard wearing plastics that are less prone to scratching.

What’s it like inside?

The Spring is a budget car, and it feels it inside. There are hard brittle plastics throughout the cabin, however we can’t expect too much at this price point.

In the front, there is plenty of storage with large door bins, a large dashboard cutout and the glovebox is a good size — although its narrow width and lid dripping into the passenger’s knee area is frustrating.

The dashboard itself is logically laid out and everything is easy to navigate and to use on the move. However, the seats don’t give that much support and are not the most comfortable on longer trips.

Step in the back and the room is adequate for a vehicle of this size. Headroom will be fine for averaged sized adults on short trips, but knee room is tight.

Boot space stands at 308 litres with the seats up and extends to 1,004 litres with them folded down, it’s just a shame that the rear seats are a fixed bench with no split folding function to increase its flexibility.

What’s the spec like?

UK specifications are simple. There are two trim levels and two power outputs.

Furthermore, just because it’s a budget car doesn’t mean it comes poorly equipped, in fact, the Spring comes with a lot of standard features.

The entry level Expression is available with either the 45 or 65 powertrain and comes as standard with a seven-inch digital instrument cluster, rear parking sensors, cruise control, manual air-conditioning and electric front windows. It’s priced at £14,995 or £15,995 for the higher powered version.

The vehicle we were testing was the top-of-the-line Extreme. It’s only available with the more powerful 65 powertrain and boasts electric mirrors, electric rear windows, a 10-inch multimedia system with navigation, Apple Carplay and Android Auto as well as two USB ports. Prices come in at £16,995.

Verdict

You’re not going to buy a Dacia Spring because you want the most engaging driving experience or the best in refinement and build quality.

But, if you want a no nonsense, sensible and affordable city car, perfect for navigating the urban streets — the Spring is the ideal car for the job.

The firm has built a reputation in its 11 years on our shores for making simple, affordable and easy to own vehicles, and this new model demonstrates that very well.

The Spring doesn’t pretend to be anything that it’s not. It’s well equipped, offers an acceptable driving range and gives access to EV ownership at an ultra-low price, and for many, will be the dealmaker.

Facts at a glance

• Model as tested: Dacia Spring Extreme 65
• Price as tested: £16,995
• Engine: 26.8kWh battery
• Power: 65 bhp
• Torque: 113Nm
• Top speed: 78mph
• 0-60mph: 13.5 seconds
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 135 miles
• DC fast charging: 56 minutes

By Cameron Richards

The Italian firm is committed to an electric future, and the Junior is here to kick things off. Cameron Richards has driven it.

What is it?

The Junior arrives as Alfa Romeo’s first electric car. Though originally called the Milano, it was renamed after a discussion with the Italian government saw authorities raise disputes around the car’s name due to its production in Poland.

A new name in place, the Junior is the baby SUV in the Italian firm’s line-up and will go up against cars like the Peugeot e-2008 and Lexus LBX.

In recent times, Alfa Romeo has been forced to cut back its range to just a handful of models, but now thanks to the Tonale and the Junior, the brand is finally shaping up again in a fiercely competitive world of crossovers and SUVs. We’ve been given an initial go at finding out what this interesting new EV is like by driving around Fiat’s famous Balocco testing facility.

What’s new?

The Junior breaks a lot of barriers for Alfa Romeo. Not only is it the firm’s first electric model, but it is also the smallest car in its range and the cheapest, too.

There’s a new body with cool styling features such as the Scudetto – or ‘little shield’, in Italian – front grille that houses the Alfa Romeo logo on electric versions while the interior incorporates Alfa’s famously style-focused approach to cabin design.

Underneath, there’s a battery setup that can be specified in three different power outputs – more on that later – and the car sits on Stellantis’ e-Cmp2 modular architecture platform which is the same you’ll find in the electric Vauxhall Mokka, Fiat 600e and Peugeot e-2008.

What’s under the bonnet?

The little Alfa in electric guise will be available with a choice of one battery pack with three power outputs.

All models come with a 54kWh battery pack bringing 158bhp and a range of up to 250 miles on a single charge in the standard version.

The higher-powered Speciale model packs 243bhp and gives a claimed range of 215 miles between charges as well as achieving 0-60mph in an estimated 6.8 seconds and a top speed of 124mph.

The range-topping Veloce receives 283bhp and also has the same claimed electric range as the former at 215 miles and it has the same top speed, too, though the 0-60mph time drops to an estimated 5.7 seconds.

All models will be compatible with DC rapid charging – up to 100kW – which will enable them to go from 10 to 80 per cent charge in less than 30 minutes.

There will also be a hybrid version badged ‘Ibrida’ that will come with a three-cylinder 1.2-litre petrol engine that produces 134bhp with a 28bhp electric motor mated to a six-speed automatic transmission— which is the same powertrain as you’ll find the Citroen C3 Aircross. However, it is unconfirmed whether this model will make it to the UK.

What’s it like to drive?

Out in Milan testing Alfa’s first EV, the Junior. Driving impressions will be revealed next Tuesday. pic.twitter.com/4c6jBSxFkz

— Cameron Richards (@CamRichards13) July 2, 2024

The Junior drives just as well as it looks. For a small crossover, the way it handles is second to none thanks to very little body roll and good balance through the corners. The steering has a nice weighty feel without being too artificial and the power from its electric powertrain is plentiful.

We were testing the 283bhp Veloce model which also comes with larger 20-inch alloy wheels and has a 25mm drop in ride height. The ride, although a little firm, wasn’t unbearable – though we didn’t drive the Junior on any public roads. However, an artificial ‘acceleration’ noise pumped through the speakers to simulate a sportier driving experience sounded cheap and it would have been better to remove the sound altogether.

Driving the car in Dynamic mode sharpens up the throttle response and adjusts the stability control to enhance the car even further around the bends and it shows, with the Junior managing to put a smile on every motoring enthusiast’s face.

How does it look?

Alfa Romeo knows a thing or two about designing a stylish car and the Junior keeps up that trend. The front end has boomerang-shaped front headlights with four individual LED daytime running lights, while the front grille has a carved design that houses the Italian firm’s logo. The Junior is one of the first Alfa Romeo’s to feature a centrally mounted front number plate, too.

The side profile gives a sportier three-door appearance with the famous hidden rear door handles – something we’ve seen on Alfa models for decades – and a large gloss black lower bumper with diffuser giving a more dynamic and stylish stance.

What’s it like inside?

Inside, there is leather, Alcantara and our Veloce model has Sabelt sports seats which look great, hold you well through the corners and are fairly comfortable, though we feel like they may get a little firm over longer distances. Little touches like the Biscione snake from the Alfa Romeo logo are found on the air vent toggles and on the dashboard, too.

However, the plastics on the door cards and dashboard were hard and brittle which felt cheap and not reminiscent of a vehicle costing over £42,000.

The infotainment screen, although angled towards the driver, is positioned a bit too far down and the climate control switches are hard to see in bright sunlight and fiddly to use on the move. The glovebox was a decent size, however, if the front passenger was sitting in their seat, the lid would cut into their legs.

The switch gear is all typical Stellantis, meaning that you’ll find the same window switches and even key as in a Vauxhall Corsa, and for an Alfa Romeo, that spoils its Italian charm.

However, rear head and leg room is decent for average-sized adults, and the small transmission tunnel makes it easier for three to sit abreast in the rear.

Boot space is one of the biggest in its class at 400 litres and the rear seats fold down to increase its capacity further, it’s just a shame that there is a slight ridge between the boot floor and rear seats.

What’s the spec like?

From launch, the Junior will be available in three different trim levels.

Its competitive pricing means that it undercuts its main rival, the Peugeot e-2008 by nearly £2,000.

The standard Elettrica is priced at £33,895 and comes with 18-inch diamond-cut alloy wheels, LED headlamps and taillights, rear parking sensors and a 10.25-inch infotainment screen.

Move up to the Speciale Elettrica priced at £35,695 and it adds a sports styling kit, tinted rear windows, sports pedals, six-way electric driver’s seat with massage function and an electric tailgate.

Our test car was the flagship Veloce model, which continues Alfa Romeo’s sporty image with a larger power output of 283bhp and is priced at £42,295. It boasts a Torsen differential, 20-inch alloy wheels, red brake calipers, black and red leather seats, 25mm lower suspension and a black roof.

Verdict

The Alfa Romeo Junior is an important car for the Italian firm. Not only is it its first EV, but it’s an electric car that needs to keep up the brand’s reputation of producing an engaging drive while keeping style — and the Junior certainly does exceed in those departments.

Its excellent driving experience and great looks will certainly tempt buyers away from e-2008s and Fiat 600es.

While its interior may be let down by cheap plastics and a user interface that confuses form with function, the Junior is still a practical and very likeable crossover that should be a hit for Alfa Romeo.

Facts at a glance

• Model as tested: Alfa Romeo Junior Veloce 280
• Price as tested: £42,295
• Engine: 54kWh battery
• Power: 283bhp
• Torque: 345Nm
• 0-60 mph: 5.7 seconds
• Top speed: 124mph
• MPG: N/A
• CO2 emissions: N/A
• Electric range: 215 miles (est)
• Maximum charge rate: 100kW

By Cameron Richards

I’m not often a big fan of coupe-styled SUVs. For me, practicality reigns supreme and while these angular models – like the Audi Q3 Sportback, for example – might look a little snazzier, they often come at the expense of outright usefulness.

So it’s going to be an interesting six months as this new addition to the fleet – the BMW iX2 – aims to convince me otherwise. It is, after all, a more sleeky-styled version of the iX1 which, in my opinion, is already a good-looking car and a reasonably practical one to boot.

As is the most popular option within many of BMW’s model ranges, this iX2 is finished in M Sport trim. In resplendent Portimao Blue paint – a £595 option – it’s got a couple of other choice extras including a £1,100 panoramic glass sunroof and the full ‘technology pack plus’ which adds folding wing mirrors, a head-up display and wireless smartphone charging for an extra £2,890.

That pack adds a distinctive styling feature, too, in the form of the light-up kidney grille. Now the kidney grille has been a part of BMW’s aesthetic for decades and, in recent years, its size and presence on these Bavarian motors have increased substantially. On the iX2, the front grille is practically enormous. On this electric vehicle it’s playing more of a stylistic role overall as, without an engine, there’s little need for front-end cooling. When traced with LED light – or ‘Iconic Glow’, as BMW calls it – it’s even hard to miss at night but, to me, it does give the iX2 quite a cool ‘Tron-like’ feel in the darkness.

What’s it like to drive, though? Well, this xDrive30 model brings just over 300bhp, meaning that it’s actually around hot-hatch territory in terms of output. Combine that with 494Nm of torque and BMW claims that 0-60mph should be sorted in 5.4 seconds and it certainly feels that quick out on the road. You can even pull a left-hand paddle behind the steering wheel which unlocks a ‘boost’ function for a short period and this is great for overtaking. However, as with most electric cars, you tend to drive them more sedately in order to preserve range. So far, I’ve tried one semi-fast acceleration and left it at that; I’d rather not have to charge up any more than I need to.

Speaking of charging and range, BMW claims that the iX2 should manage between 259 and 266 miles on a single charge. At present, I’m getting around 240 – and I expect it to creep up incrementally if things get warmer – so I’d be expecting a little better for summertime. It can take a maximum charge rate of 130kW, too, which would result in a 10 to 80 per cent charge being sorted in 29 minutes. However, I’ve only really been topping it up using my home charger and a full overnight stint is more than enough time to fully replenish a charge. The BMW app is great, too, as it allows you to monitor the rate of charge.

The app can also allow you to see exactly where your car is at any one time – this is ideal for when I’ve left it in an airport car park and forgotten exactly where it was parked – and you can flash the headlights, too. Most important is that you’re able to see whether it is locked or unlocked and remotely control either of those things. Ever walked away from your car and wondered whether you actually locked it? I do it all the time and the app means I don’t have to dawdle back to the car to double-check.

I’m looking forward to the next few months with the iX2, particularly during the summer when EVs tend to be at their very best.

The CR-V is one of Honda’s most successful models. Now in its sixth-generation, has it lost its mojo? Cameron Richards finds out.

What is it?

CR-V has stood for Comfortable Recreational Vehicle ever since the original car went on sale almost three decades ago. Honda’s largest SUV was one of the first cars in this sector behind Toyota’s very successful and quirky RAV4.

A practical, high-riding and versatile SUV, the CR-V has been a global success for Honda, having sold more than 10 million units since its first introduction. This sixth-generation car was launched in 2023 and is up against some very competitive opposition from South Korea and its home market, Japan.

What’s new?

This new model is bigger, longer and wider than the previous iteration, while there is also a new interior with more equipment as standard and an exterior which adopts Honda’s new design language with its large honeycomb-styled front grille and wrap-around front headlights.

The most important feature to talk about on this latest CR-V is that you can now get it with a plug-in-hybrid powertrain – which is what our test car has.

The CR-V plug-in-hybrid completes the set of hybridised Honda SUVs in the UK and is just the beginning of future electrified models to come later down the line.

What’s under the bonnet?

There is one engine on offer – though it’s offered with two stages of electrification. You can either have the hybrid version or the plug-in-hybrid variant. Both models come with a 2.0-litre-four-cylinder petrol engine, which is the same that is found in its smaller sibling, the ZR-V. It produces 181bhp and can do 0-60mph in 8.8 seconds as well as giving 335Nm of torque.

Regular hybrid versions of the CR-V come as standard with all-wheel–drive whereas the plug-in-variant like our test car only sends its power to the front wheels.

The plug-in-hybrid also benefits from a 17.7kWh battery that gives it a claimed electric driving range of around 50 miles.

What’s it like to drive?

To drive, the CR-V lives up to its name in the fact that comfort is the main priority. Behind the wheel, the car feels large while the steering is quite heavy – though not enough to make it unpleasant. The ride is smooth and it doesn’t crash over potholes while the engine’s pickup is good and thanks to the electric motor, driving around town is a very quiet affair.

The engine doesn’t groan too much under heavy acceleration and our test car achieved 50.9 mpg during our time with it. Wind and road noise are kept to a minimum and there is a lot of glass making it easy to see out of – inspiring confidence at those tricky junctions.

But, although it may be easy to drive, due to its sheer size, manoeuvring around town is tricky and when it comes to handling, the car rolls around a lot.

Our test car came with a 360-degree view camera and side monitor which works well when parking, but the side monitor only has a camera projection from the passenger side and not the driver which is frustrating.

How does it look?

Though big, the last couple of generations of CR-V has had a curved yet boxy profile. This new model is more boxy and although looks are subjective, it’s not as attractive as the models that went before it.

The exhaust does protrude out of the rather fake-looking exhaust tips, but, on the other side has a blanking plate which looks cheap and nasty.

The top-of-the-range car also comes with body-coloured wheel arch trims and our car had black alloy wheels which gave it a sportier look.

What’s it like inside?

On the inside the dashboard is almost identical to the ZR-V which is a good place to start as the materials used are of high quality with a lot of soft-touch plastics.

The seats are comfortable and have plenty of adjustment to them while the physical controls for the heating and ventilation make them easy to use on the move. The infotainment screen, although basic, is fairly easy to operate and there is plenty of storage including a large centre armrest, door pockets and massive cup holders.

In the back is where the CR-V shines, as the rear doors open to 90 degrees making it very easy to get inside and the rear seats can recline with up to 10 different positions. The floor is completely flat with no transmission tunnel making it easier for a middle passenger to sit comfortably.

What is rare is the PHEV version comes with a bigger boot than the standard car with a capacity of 617 litres with the seats in place (596 litres for the hybrid) and that extends to 1,710 litres with them folded down. Unfortunately, the seats do not fold down completely flat.

The Honda beats its direct rival from Toyota with the RAV4’s boot space a tad smaller at 580 litres for the former and just 1,180 litres for the latter.

What’s the spec like?

Here in the UK, the Honda is available in two trim levels for the hybrid and one for the PHEV version.

The entry-level Elegance starts at £45,930 and comes with a panoramic glass roof, front and rear parking sensors and a reversing camera. The Advance comes in at £49,030 and boasts a heated steering wheel, head up display, electric front seats with memory function and the 360-degree camera.

Our test car was the top-of-the-line PHEV in Advance Tech trim which starts at a rather hefty £53,995 and not only comes with the added benefit of the plug-in hybrid powetrain but also adds the Honda Parking Pilot function and 18-inch black alloy wheels.

Verdict

To conclude, the Honda CR-V is a great car for those looking for a well-equipped, practical and versatile SUV.

It drives well, and it’s very fuel-efficient for such a big car, which we were impressed with.

Its sheer size may put people off and it’s very expensive compared to its main rival, which starts over £6,000 less.

However, the CR-V lives on with a reliable and practical reputation that will attract many buyers who are loyal to the Honda family and people who need a larger car with lower running costs.

By Cameron Richards

Our time with the Skoda Karoq is coming to a close. Cameron Richards gives his verdict on what it’s been like to live with.

My time with the Skoda Karoq is coming to an end and I will be very sad to see it go. But why have I become so fond of it? Was it because it was the press car I’ve lived with? No. In fact, it’s just been brilliant at everything and anything.

The Karoq will not set the heart of any motoring enthusiasts alight, nor will it turn heads. More so, people won’t notice it, but that’s what makes it so great.

This car was not designed to entertain, its purpose is to provide as much practicality as possible, while getting you to your destination in comfort and safety and the Karoq delivers that in spades.

Its nifty little design cues and features such as the parking ticket holder and famous Skoda ice scraper in the fuel cap that really show that this car has been thoroughly thought through. Its little door bin with a bag and clever elastic door strings to hold bigger water bottles in place just make the car a thoroughly enjoyable experience in terms of ease.

Boot space is cavanass and there are plenty of tethering hooks and storage nets to keep bags and shopping in place, and there is even an umbrella underneath the front passenger seat.

The back seats slide forwards and backwards to increase the already impressive luggage capacity or improve legroom for rear seat passengers. There are picnic tables with slide out cup holders and mobile phone holders – as though everything has been put there to cater for your needs. The back seats also recline and they fold down and can be removed entirely – very similarly to how the car it replaced, the Yeti, did all its tricks.

The engine is perfectly powerful enough and is very quiet at speeds making it very relaxing to travel on the motorway, plus averaging 53mpg on trips was pretty impressive for a 1.5-litre turbocharged petrol with an automatic gearbox.

Reliability wise, nothing has broken nor falling off and the build quality is second to none with everything feeling solid and of high quality.

Underneath its skin, the Karoq sits on the Volkswagen Group MQB platform, meaning it’s similar to a number of cars. The Karoq has been exceptional when it comes to long-distance journeys. The suspension does a great job of soaking up all the lumps and bumps and it’s very refined and quiet at speeds. The steering is nice and light and it goes around corners without much fuss, even if it is a little vague.

My only gripe is with the optional DSG automatic gearbox which has a tendency to change down a gear when on steep declines, meaning the engine screams at you. Plus, with the touch of the throttle, the transmission kicks down a couple of gears as you lurch out of your seat.

The interior of our Karoq had the optional cream leather, and although it looked classy from afar, up close, dirt would stick to the seats very easily, with interior shampoo having to be frequently used to remove any marks that would appear. The seats were extremely comfortable and great on long trips. Storage inside the Karoq has been plentiful with a large centre console, decent sized glovebox with a pen holder, and a handy storage compartment located on the dashboard is a nice touch. There is a little drawer located next to the steering wheel and the wheel itself is lovely to hold with a nice design and it’s heated, too.

Overall, for my time in this car, I think the Karoq has been a superb (no pun intended) all rounder. Yes, it may not excite and have the pizazz but as a vehicle, the Karoq really is a truly brilliant car that I will miss greatly.

As a car enthusiast, you tend to bypass the practicality and comfort side and just focus on the driving experience. But with the Karoq, it’s made me think again about what the average person looks for in a car. For a daily commuter and family wagon, this is an almost complete package.

Facts at a glance

• Model: Skoda Karoq SE L
• Price as tested: £38,955
• Engine: 1.5-litre turbocharged petrol
• Power: 148bhp
• Torque: 250Nm
• 0-60mph: 8.8 seconds
• Top speed: 130mph
• MPG: 53mpg (combined)
• Emissions: 140-144g/km
• Mileage: 8,317 miles

By Cameron Richards

The Vauxhall Astra is a favourite among Brits, but what’s the electric version like? James Batchelor will be finding out over the next six months.

It’ll come as little surprise to you to learn that I drive many electric cars for my job. I have to as it feels like every week there is another one to review that aims to do something different from the one launched last week. They arrive, I drive them, I charge them, I play with the associated smartphone app, I charge them up again, and then they return to the car manufacturer. This is all fine but I have never really lived with one.

That’s going to change because, for the next six months, I will be driving a Vauxhall Astra – not, as you might assume, a petrol one, but the new fully electric version. That’s why I wanted to give the Astra Electric a go because, for me, this is the interesting thing about the car market right now.

The Vauxhall Astra has been part of the British car scene since 1980. While it’s no longer built in the northeast anymore, enough of them have been sold over the past 44 years for it to feel like part of the furniture. Like the Fiesta, Golf or even more recently Qashqai, the Astra is one of those car names that everyone knows.

But now you can buy this household name as an EV. Apart from the green stripe on the number plate that denotes its power source, it looks exactly the same as the petrol. No wacky looks, no shouting about its eco-credentials. It’s just an Astra that comes with a plug.

With the Astra now coming with electric power, does this mean EVs are becoming mainstream? That’s what I want to find out in my half-year living with one.

The car I’ll be running is a top-drawer one in ‘Ultimate’ spec. Called that, it sets the expectations pretty high doesn’t it, but it does have the type of kit list that would have been unheard of in an Astra even a few years ago – things like semi-automated lane change assist, adaptive cruise control, a head-up display, Matrix LED pixel headlights (the ones that don’t dazzle oncoming cars when you’ve got your beams on), and I think this car even has ChatGPT integrated. Oh, and the front seats have been approved by the German AGR – it’s a campaign for healthy backs.

The only option chosen is the rather fetching Cobalt Blue tri-coat metallic paint at £700, which, so far at least, I think is a colour worth choosing. But then we come on to the price – £43,960. That’s rather a lot isn’t it, but I’ll give you a more definitive answer over the next few months.

What’s the range then? Vauxhall claims 258 miles and 4.2 miles per kWh (that’s the electric version of a petrol car’s MPG), and having driven an Astra Electric for a couple of days in the past I know those figures aren’t unachievable as in some other EVs. It’ll be interesting to see if over a longer period of time, Vauxhall’s claims are realistic.

I’m looking forward to the next six months.

Fact at a glance

• Model: Vauxhall Astra Electric Ultimate
• Price as tested: £43,960
• Engine: Electric motor with 54kW battery
• Power: 154bhp
• Torque: 270Nm
• 0-60mph: 9.0 seconds
• Top speed: 105mph
• Range: 258 miles (claimed)
• Emissions: 0g/km CO2
• Mileage: 2,060

By James Batchelor

Renault has high hopes that its coupe-styled hybrid SUV will steal sales away from the BMW X4. Cameron Richards went to Spain to find out.

What is it?

The Rafale is the car that will complete the Renault SUV line-up here in the UK, sitting above the Scenic E-Tech, Arkana and Austral as the flagship SUV in the range and going up against competition from BMW, Audi and Hyundai.

Renault is focusing a lot on its future electrification plans and badges its hybrid and electric vehicles with the E-Tech name. However, the Rafale will be sold on our shores only as a hybrid.

What’s new?

The Rafale name is a new addition to the Renault family and is the French word for ‘wind’, relating to the company’s part in aviation with the Caudron-Renault Rafale that flew at 277mph in 1934.

While that plane may be relatively old today, the Rafale’s design is brand-new with a bold-looking interior matching a new exterior design language which ties it in with some of this French firm’s other cars while still establishing itself as a model in its own right.

What’s under the bonnet?

From launch, there will be one powertrain on offer, and that is a 1.2-litre turbocharged petrol engine that produces 128bhp and 205Nm of torque. From there, it’s hooked up to a pair of electric motors and, in total, the Rafale kicks out 197bhp.It has a top speed of 111mph and can do 0-60mph in 8.7 seconds, while a claimed 60.1mpg and CO2 emissions as low as 105g/km mean that the Rafale is remarkably clean-running for a car of this size.

All Rafale models come with multi-link rear suspension and a four-wheel-drive system as standard, while later down the line a 304bhp performance version to fit into the range.

What’s it like to drive?

In Seville testing the new Renault Rafale E-Tech — driving impressions will be revealed soon. pic.twitter.com/FtHHqxuBM8

— Cameron Richards (@CamRichards13) June 3, 2024

The Rafale rivals SUVs such as the BMW X4, however behind the wheel the big Renault doesn’t quite match up to its German competitor.

The engine and transmission seem to have a hesitant and jerky transition from switching from combustion to electric mode which makes the car feel a little unsettled at speeds. Rear visibility is poor due to the small rear window and thick C-pillars and there is no rear windscreen wiper – which is frustrating when the screen is dirty.

However, our test car came with four-wheel steering called 4Control makes it easier to manoeuvre and gives it a tighter turning circle than you might think.

Overall performance is acceptable enough, and it’s reasonably refined at speeds with not too much road and tyre noise, but wind noise on the motorway is more noticeable than expected.

The Rafale also has an acceptable ride, though the suspension doesn’t seem to settle down over minor imperfections when travelling at slower speeds. However, even though the steering felt vague and a bit ponderous, it does go around corners with minimal fuss and very little body roll.

How does it look?

Coupe-like SUVs have become more popular ever since the BMW X6 kickstarted the trend back in the late 2000s.The Renault certainly has a unique look to it with its sloping roof design and distinctive Nouvel’R front end. The boomerang-style LED daytime running lights and front headlights that merge into the front radiator grille show similarities to Renault’s smaller SUV, the Austral.

However, the side profile looks a little anonymous, with a resemblance to the Nissan Qashqai, which is no surprise since the Renault Group owns Nissan.

What’s it like inside?

The Rafale adopts Renault’s latest interior layout, similar to the one you’ll find on the latest Scenic. You get a larger rectangular steering wheel with a paddle shift for the regenerative braking and you have a 12-inch portrait infotainment screen that is angled towards the driver for a sportier alongside a 12.3-inch dashboard display.The cabin materials throughout the top half of the dashboard and door cards are soft and have a premium feel, however, lower down the glove box and lower centre console suffer from harder materials. There are also physical buttons for climate control and they are intuitive to use.

There is plenty of room in the back with a lot of leg and headroom, regardless of the sloping roofline and our test car’s Solarbay panoramic roof. A small transmission tunnel means that the middle seat passenger doesn’t struggle too much to sit comfortably either.

Boot space stands at 647 litres with the seats in place, which is over 120 litres more than a BMW X4. Fold the seats down and the Rafale’s boot space expands to 1,600 litres making it slightly smaller altogether than a Hyundai Santa Fe. However, the rear seats do not fold down flat making it harder to push heavier items to the back of the vehicle.

What’s the spec like?

Here in the UK, we are getting three different trim levels for this hybrid coupe SUV.The entry-level Techno starts at £38,195 and gets front and rear parking sensors, multi-link suspension and a 12-inch multimedia touchscreen. The mid-spec Techno Esprit Alpine comes in at £42,195 and boasts a heated steering wheel and front seats, rearview camera, ambient lighting a powered tailgate and 4Control four-wheel-steering.

Our test car was the top-of-the-line Iconic Esprit Alpine, priced at £44,695 and featuring 12 speakers, a 360-degree 3D camera, Matrix LED headlights and front Renault logo puddle lamps.

There will be a 304bhp plug-in-hybrid variant, called the Rafale Atelier launched later this year with pricing and specifications yet to be announced.

Verdict

Renault’s flagship SUV offers high levels of standard equipment with reasonable pricing and running costs.

Even though the driving experience isn’t the best in its class, it still performs well when it comes to comfort and ease of ownership.

Practicality is one of its stronger points, with boot space larger than some of its key rivals, while the interior is a nice place to be with space inside good enough to accommodate four average-sized adults comfortably.

As an overall package, the Rafale should be a hit with British buyers, we just think if the power delivery was smoother and it had a better drive, it would make the French SUV even more tempting.

By Cameron Richards

What is it?

Polestar is looking to ramp things up in 2024. While it may have seen a lot of popularity with its classy 2, that car has been on the roads for a little while now with its Swedish maker left to talk about not an awful lot else. That all changes soon, with a flurry of new models hitting the tarmac, including this – the 3. It’s a car which enters into the popular electric SUV segment and does so with all manner of battery-powered bells and whistles.

With a new platform underneath and loads of clever tech inside, the Polestar 3 certainly has the ingredients to succeed, but can it? We’ve been behind the wheel to find out.

What’s new?

As mentioned, there are a lot of very new aspects to the Polestar 3. Underneath, it’s got a brand-new platform – created by Polestar’s owners Geely and shared with other brands within its stable, including Volvo – which allows for loads of interior space and some super-fast charging speeds too. While the Polestar 3’s Volvo cousin – the EX90 – might be available with seven seats, this car is a strict five-seater, however.

Elsewhere, we’ve got the same stripped-back Scandi design approach that we’ve seen put to good use in the smaller 2, though plenty of high-end materials aim to boost the premium feel inside while ensuring a solid, enduring feel to the whole car.

What’s under the bonnet?

As with the Polestar 2, the 3 will be available with a number of powertrain options. It launches, however, with two – Long range Dual motor or Long range Dual motor with Performance Pack, with the latter, as you might expect, shaving the 3’s 0-60mph time down through more torque and power though reducing overall range as a result.

However, the ‘regular’ dual motor version isn’t a slouch. In fact. It’ll manage 0-60mph in 4.8 seconds, yet can still return up to 390 miles of range. The performance model, in contrast, has a claimed range of up to 348 miles between trips to the plug. The good news, however, is that because the 3 can accept charging speeds of up to 250kW, it’ll take just 30 minutes to charge its massive 107kWh battery from 10 to 80 per cent.

What’s it like to drive?

Polestar has aimed to put some ‘sportiness’ into its cars and though we’d argue that a 2.67-tonne SUV is unlikely to ever really be dynamic, it puts up a good fight in this area – mainly thanks to the fitment of a clever torque-vectoring system on the rear axle. It corners neatly and flatly, but what shines through most of all is the refinement – it’s quiet, comfortable and feels particularly at ease when travelling at higher speeds. The steering is relatively mute overall but it’s accurate enough to place the car where you want it easily. Rearward visibility isn’t the best, mind you, and the large rearward pillars mean over-the-shoulder visibility is impaired considerably.

Of course, this is quite a big bus, so threading it along narrower roads and streets does take a fair bit of concentration, but once you’re used to it things aren’t that bad. Is it sporty? Not particularly. But Polestar has done well to make the 3 easy-going in nature, which is what you’re after in a large SUV.

How does it look?

Polestar’s 2 set the tone for the brand’s future styling and though the 3 might have a load of its own design touches, there’s still a common thread connecting them both. It’s an impressive thing up close, mind you, with its upright stance and slim, razor-sharp headlights combined to make a car which has a lot of presence. While Polestar’s famous white colour will be the go-to for many, we’d argue that the 3 does look impressive in some of the other shades available, though there aren’t all that many to choose from.

Around the rear, there’s the full-width lightbar which is so common in the market – and loved by makers of EVs – but it does play into the futuristic look that the 3 is going for overall.

What’s it like inside?

As mentioned, Polestar’s vehicles have always had a certain Scandinavian, uncomplicated way about them and the 3 is no different. You’ll not find the interior adorned with numerous buttons or toggles, as much of the forward cabin is focused around the large portrait-orientated screen. Fortunately, there’s a display ahead of the driver, which means you’ve got those much-needed readouts right in front when you need them.

But space is good. The rear seats offer loads of legroom and headroom and everything has a solid feel to it. While Vegan materials are used as standard, the 3 is also available with a full leather interior which does seem to represent a concerted push towards more premium brands. A 597-litre boot – when loaded to the roof – seems a touch small given how large the car is overall, though the 55-litre ‘frunk’ under the bonnet is ideal for storing the charging cables in.

What’s the spec like?

Polestar is definitely giving the 3 a premium price tag. It’s priced from £79,900, which is a decent wedge of cash and nearly £10,000 more than you’d pay for an entry-level Audi Q8 e-tron. That said, the 3 counters with some very nifty technology which outshines the German-made cars in many areas. The main screen, which runs Android Automotive software is sharp and responsive, with plenty of those must-have features – such as Google Maps – coming pre-installed and running flawlessly, particularly when compared to other in-house navigation systems.

There’s a wireless charging pad as standard too – though since it has been made flush with the fascia your smartphone can easily slide off when accelerating – while features such as a massive panoramic roof, electric tailgate and a 360-degree parking camera all come as standard too. Add in many of the Polestar 3’s standard features to the Audi and the price would ramp up considerably.

Verdict

The electric SUV segment is a busy one. A lot of carmakers started off their electric journeys with high-riding models and that means the Polestar 3 is entering into difficult territory. However, while the wait for another Polestar model may have been long, the arrival of the 3 marks a positive forward step for the Swedish brand. It’s a comfortable and well-made car, this one, and has all of the technology on-board that you’d expect.

While we’d argue that it’d be worth hanging on until later this year for the arrival of the single-motor version – which was the strongest setup in the older 2 – the launch dual-motor 3 represents a good effort and one which should stand out in this very busy crowd.

The ZR-V is a hybrid-only crossover that promises low running costs with high levels of practicality. Cameron Richards finds out what it’s like.

What is it?

The ZR-V is Honda’s newest entry into the ever-growing SUV segment. It sits in between the HR-V and CR-V in the Honda line-up, and like its smaller and larger siblings, it comes with hybrid power.

The competition it faces is fierce, with the likes of the Kia Sportage and Nissan Qashqai in its sights – two British favourites on our roads. So, the ZR-V has got a lot to live up to, if it’s going to steal the limelight away from those two big names.

What’s new?

Honda knows a thing or two about SUVs. Having launched the original CR-V back in 1997, that model has gone on to become one of the most popular crossovers in the world having sold more than 10 million units.

The ZR-V shares the same platform with the current 11th-generation Civic and sixth-generation CR-V, while it gets a new interior and exterior design to make it a new proposition in the brimming crossover market.

What’s under the bonnet?

It’s simple. There is only one engine on offer and that is a 2.0-litre four-cylinder that produces 186bhp and delivers 314Nm of torque – while achieving 0-60 mph in 7.8 seconds.

The engine is the same as Honda put in the bigger CR-V, but to the ZR-V’s advantage, it’s smaller and lighter than its bigger brother. It also claims 49.2mpg and produces 144g/km of C02.

What’s it like to drive?

Behind the wheel, the ZR-V has a very sporty driving position. You sit lower than you might think and you and the driver and front passenger are separated from the large centre console – giving a more cockpit-like feel.

Out on the road, the ZR-V handles well, with limited body roll and plenty of grip. There are four driving modes to choose from – Normal, Sport, Econ and Snow. When driving in Sport, the throttle response sharpens up and you notice a change, while Econ mode ensures that the electric motor gives the best use when driving at slower speeds to improve fuel consumption.

When driving in Normal mode, the car feels stable at speed if not a little noisy on faster roads with more tyre roar and wind noise entering the cabin. The engine itself is smooth enough, however, the e-CVT gearbox is a little odd due to it having artificial gearchanges and the paddle shifts located behind the steering wheel didn’t seem to do anything let alone change up and down the box. The pickup was also a little sluggish and the performance wasn’t groundbreaking, either.

The ride is perfectly adequate, if not a little unsettled over bigger bumps and visibility is impressive thanks to large side windows and thin A-pillars making it easier to pull out at side turns.

Fuel economy is good too with our car achieving 47mpg over the week, which isn’t bad regarding the size of car and its engine capacity.

How does it look?

With the naked eye, the ZR-V looks like any other crossover, in the fact that it has a tall rakish body and quite an anonymous side profile.

The front end adopts Honda’s latest design language in terms of an oval-shaped front grille and curved headlights. The rear end looks better with a sloping roofline and at least the exhaust pipes do lead through those rather fake-looking exhaust tips.

There is also a lot of piano black used throughout from the wheel arch mouldings to the rear diffuser – which gives a more sporty look to the ZR-V.

What’s it like inside?

Inside, the cabin is well thought out and there is a decent-sized glove box, a variety of cupholders and a large centre armrest with storage.

The plastics used throughout have a high-quality feel with lots of soft-touch materials and the design of the dash is stylish with physical buttons for the climate control and infotainment screen. A uniquely shaped line design features on the door cards and in the boot is a nice touch as well.

The build quality is excellent, as you would expect from a Honda, and there is sufficient leg and headroom for rear passengers, too.

However, even though the rear seats do fold down flat, the boot space capacity is not as big as its rivals from Korea. The ZR-V’s boot capacity stands at 370 litres of space with the seats up and 1,302 litres with them folded down – in contrast, the Kia Sportage has 562 litres of boot room with the seats up and 1,751 litres with them down.

What’s the spec like?

The ZR-V comes in three different flavours. The entry-level Elegance starts from £39,505 and comes with 18-inch alloy wheels, a rear-view camera and heated front seats.

Our test car was the mid-range Sport, which starts from £41,110 and adds a power tailgate, privacy glass, wireless smartphone charger and electric front seats.

The top-of-the-line Advance comes in at £42,910 and boasts a panoramic glass roof, heated leather steering wheel and a Bose Sound System.

All models are very well equipped, however, rivals like the Nissan Qashqai are marginally cheaper with the basic model nearly £12,000 less expensive than the basic ZR-V Elegance.

Verdict

The ZR-V is one of those cars that sprung onto the market without anyone really knowing, however, skip alongside that and this Honda is a very likeable and easy car to own.

It’s economical, has plenty of standard equipment and is good to drive, and with Honda’s superb reputation for producing solid, dependable and reliable cars, the ZR-V will certainly follow that path.

Rivals may be cheaper, but the Honda should hold its value well, too.

The mid-sized ZR-V is a great car for those looking for a practical and efficient vehicle without going down the EV route – while still holding onto that driver engagement and low running costs.

Facts at a glance

Model as tested: Honda ZR-V Sport 2.0 Hybrid

Price as tested: £41,110

Engine: 2.0-litre four-cylinder hybrid petrol

Power: 186bhp

Torque: 314Nm

0-60mph: 7.8 seconds

Top speed: 107mph

MPG: 49.2

CO2 Emissions: 144g/km

By Cameron Richards

The Scenic name has become a household name for Renault, but has transforming it from an MPV to an SUV been a mistake? Cameron Richards finds out.

What is it?

The Scenic name has been around since the mid 90s and since then it has gone on to be a very well-known and popular car in the MPV sector. However, the popularity of the SUV has made people carriers a dying breed and with stricter regulations coming onboard with EVs, Renault has decided to reintroduce the Scenic as an electric SUV.

Scenic models in the past have competed with cars like the Vauxhall Zafira and Volkswagen Touran, whereas this new EV will be competing with the Tesla Model Y and Peugeot e-3008.

What’s new?

This new model is nothing compared to the outgoing Scenic. In fact, it sits on the firm’s CMF platform which gives it a completely flat floor and a longer wheelbase than before.

The exterior and interior design is new with the front end adopting Renault’s Nouvel’R logo with diamond surrounds where the front radiator grille would have been, while curved front LED daytime running lights and gloss black side mouldings set off the external design.

A new interior sports fewer buttons than before and the infotainment system now features Google-Built In as standard with up to 70 voice commands.

Renault has focused heavily on sustainability with the Scenic E-Tech. There is no leather found anywhere and up to 24 per cent of the car’s electric materials are recycled and 90 per cent of its mass – such as the battery – can be reused.

What’s under the bonnet?

The Scenic comes with a choice of two battery packs. The Long range comes as standard on mid and top-spec models, coupled to a 214bhp electric motor and an 87kWh battery pack that gives out 300Nm of torque, does 0-60mph in 7.7 seconds and has a top speed of 105mph while delivering a claimed 379 miles on a single charge.

The entry-level model can be chosen with a smaller setup which makes it a little cheaper.. This model comes with a 60kWh battery pack and produces 172bhp and 280Nm of torque while achieving 0-60mph in 8.4 seconds, a top speed of 93mph and a claimed 260 miles between charges.

What’s it like to drive?

Driving the new Renault Scenic E-Tech in Bath today. Not so much an MPV anymore! pic.twitter.com/w20Lv8iBox

— Cameron Richards (@CamRichards13) May 20, 2024

Though Renault has done its best to make the Scenic as light as possible, it still weighs over 1,900kg – so it’s no featherweight. Although it still feels like a heavy car, driving it is a relatively comfortable experience with nicely weighted steering and the wheel you held had a square shape falling nicely into your hands.

The cabin was well insulated from road and wind noise and it has a good turn-in when going around tighter sections. It’s also got a tight turning circle making it easy to manoeuvre at slower speeds.

The Scenic is the first car in the firm’s line-up to use Safety Shield which allows the driver to programme their preferences to what driver assistance setting they want to be activated when driving; it means that at the touch of a button, any driver aids can be switched off, which we thought was a great idea. However, rear visibility was reduced due to the large rear headrests and large C-pillars.

Compared to its other French rival, the Peugeot e-3008, the Renault in on the back foot when it comes to driver involvement.

What’s it like inside?

Inside feels light and spacious, thanks to our test car’s range-topping Iconic trim which comes as standard with what Renault calls a Solarbay Panoramic Sunroof that can be adjusted to dim the light into the cabin without the use of a sun blind.

The interior has a nice design with the infotainment screen all angled towards the driver while 38 litres of storage is dotted about the place. There are very large centre storage areas and the armrest in the back can be folded down revealing two swivel-out cup holders, USB-C charging ports and foldout stands.

The back is vast with an abundance of legroom and headroom which was pretty impressive despite our test car’s panoramic sunroof. The floor is completely flat, too, meaning a middle passenger could sit in the back comfortably while large back windows make it easy for kids to look out.

The boot stands at 545 litres with the seats up and 1,670 with them folded down, better than an e-3008 but not as big as something like a Tesla Model Y – also the Scenic’s rear seats don’t fold flat which could be a pain if you’re pushing larger items to the back.

What’s the spec like?

In the UK, there will be three specifications on offer, beginning with the entry-level Techno which starts at £37,495 in Comfort setup and £40,995 in Long Range format. It comes as standard with 19-inch alloy wheels, automatic air conditioning, power tailgate and a 12-inch multimedia display.

Move up to the Esprit Alpine, starting at £43,495 and it boasts a soft fabric dashboard, heated sports seats with blue stitching and 20-inch alloy wheels.

Our test car was the top-of-the-line Iconic which has a price tag of £45,495 and adds an electric driver’s seat with massage function, Harman Kardon sound system and the Solarbay Panoramic Sunroof – both Esprit Alpine and Iconic versions are only available in Long Range format.

Verdict:

The heady days of the humble MPV seem to be well behind the Scenic as it moves into its SUV era. However, it’s a reflection of the times and you can’t fault Renault for switching the Scenic into a far more popular segment.

It’s good to drive while being practical and versatile, and with prices on par with its key rivals, it’s not bad value, either.

Sure, the driving experience is still not scintillating, but the Scenic was designed to be comfortable and commodious – which this French car has in spades.

Facts at a glance

Model as tested: Renault Scenic E-Tech Iconic Long Range

Price as tested: £46,745

Engine: 87kWh

Top speed: 105mph

Power:214bhp

Torque: 300Nm

0-60mph: 7.7 seconds

MPG: NA

CO2 emissions: NA

By Cameron Richards