Category: Reviews

The X3 is one of BMW’s most popular SUVs, but can a new version bring extra appeal? Jack Evans has been finding out.

What is it?

BMW’s X3 has always been a car to break new ground. Back when the first generation model arrived in the early 2000s, it became the first ‘Sports Activity Vehicle’ of its type, blending the off-road-inspired look of a proper four-wheel-drive with the on-road dynamics that would help it to be easier to live with day-to-day. Across three generations, it has grown and evolved, developing a key role in the BMW’s line-up.

Now, the fourth-generation X3 is with us, bringing some of BMW’s latest technology alongside a slight growth spurt which should help to make it even more practical than the car it replaces. We’ve been driving it out in Germany to see just what it’s like.

What’s new?

From the outside, this new X3 looks significantly different to the car it takes over from. It’s a far more rounded affair, with a bonnet which stretches right over the nose of the car to create quite an impactful-looking car. It’s certainly not the most controversial of designs that we’ve seen from the Bavarian brand in the last few years, but it’s a look which will definitely get people talking all the same.

It’s a physically bigger car than before, too, having been stretched by 34mm and widened by 29mm yet because it’s lower, the whole effect is to make a car which looks sleeker overall. The good news is that the increase in size means it’s more practical than before; boot space has risen by 20 litres to a decent 570 litres, or 1,700 with the rear seats folded down. It’s got more than enough luggage space for most occasions as a result.

What’s under the bonnet?

The new X3 is accompanied by a range of engine choices and all gain some form of electrification. The car we’re driving is the range-topping M50 version, which utilises a 3.0-litre turbocharged straight-six engine which, with its 376bhp, is one of the most powerful engines of its type ever created by BMW. Linked to a 48-volt mild-hybrid system and xDrive all-wheel-drive, the X3 M50 will nail the 0-60mph dash in 4.4 seconds and head onwards to a top speed of 155mph.

However, because of that electrification it’s a little more economical than you may think. You should be able to manage around 30.5mpg on a longer run, in fact, though drive in a keener fashion and that figure will tumble quickly.

What’s it like to drive?

Been out driving some new BMW models this week. Here’s the new X3, in speedy M50 spec. Thoughts on the colour? I’m a fan. pic.twitter.com/Ga0OtHK6mr

— Jack Evans (@jackrober) September 17, 2024

In M50 specification the X3 really is a car with two characters. On the one hand, with all of its settings dialled back it remains composed and quiet, with a smooth-shifting engine that falls away into the background to create a car that’ll happily chew away at the miles during those long-distance trips. The steering is very light, mind you, and though this does take away some of the sportier feeling of this M50, it makes the X3 a breeze to pilot around town.

However, switch into one of the car’s sportier modes and it’s a far different thing. There’s a noticeable increase in exhaust sound – some of it genuine, most of it piped in through the speakers – and the acceleration becomes even sharper. To drive quickly, the X3 M50 remains balanced and focused, staying level through corners but bringing a level of agility that you wouldn’t usually associate with a car in this segment.

How does it look?

The whole exterior of the X3 is far more bubble-like than before. Much of this comes from a greater emphasis on aerodynamic efficiency, making this BMW more slippery through the air. You’ll find loads of neat touches dotted across the exterior of the car, too, from the flush-fitting door handles to the roofline which extends right the way back and fully into the rear of the car.

You’ve got a decent spread of colours to choose from, too, with the deep red on ‘our’ test car looking particularly classy in the metal.

What’s it like inside?

It’s something of a mixed bag inside the X3. On the one hand, there are many good materials used throughout and it’s all put together well. However, contrasting those nicer materials are some pretty nasty ones, which are cheap-feeling plastics used lower down the cabin and along the underneath of the main screen. That latter area is a particularly bad place to find this, as it’s a point you’ll frequently interact with when operating the main display. The light bar running around the cupholders and under the main infotainment screen will no doubt divide opinion, too, though its colour-changing nature is quite impressive when you first use it.

Space-wise, things are good though. Those in the rear of the X3 get plenty of head and legroom, while the amount of foot room underneath the front seats is particularly useful. As we’ve touched upon, boot space is good, too, and there’s an incredibly easy-to-use parcel shelf which simply clicks into place and has its own storage area underneath the boot floor for when it isn’t in use.

What’s the spec like?

That main screen is one of the most noticeable inclusions on the new X3. Like other modern BMW models, it’s a wraparound type setup that combines a 12.3-inch information display and a 14.9-inch digital dashboard to create an impressive, near-seamless section of glass. Fortunately, it’s easy to use and is packed full of features, though it might be nice to have a few physical shortcuts as switching between different apps can be a little cumbersome at times.

On this range-topping M50 you’re getting all of the major bells and whistles, too, including large bucket seats and carbon fibre shifting paddles behind the steering wheel. However, all cars benefit from heated seats and three-zone climate control as standard, as well as acoustic glazing which helps to keep the X3’s cabin as hushed as can be.

Verdict

The new X3 has improved its game in many key areas. It’s just as dynamic to drive as its predecessor – particularly in this ‘hotter’ M50 version – and thanks to a growth spurt it’s now even more practical, which will make it a great choice for families and those who need some added practicality. There’s plenty of tech on-board too and the engine range is expansive enough to bring something for all types of drivers.

While some of the interior materials are a let-down, this remains – overall – a premium-feeling SUV which is backed by some very surprising driving dynamics which make it a lot more fun to drive than you might expect.

Facts at a glance

• Model as tested: BMW X3 M50
• Price as tested: £66,980
• Engine: 3.0-litre turbocharged petrol
• Power: 376bhp
• Torque: 580Nm
• 0-60mph: 4.4 seconds
• Top speed: 155mph
• MPG: 30.5mpg
• CO2 emissions: 175-189g/km

Available in petrol, hybrid and electric format, does this updated car improve what already was a good supermini? Cameron Richards finds out.

What is it?

The 208 is an important car for Peugeot as it is the firm’s smallest model and one of its most popular.

Since 2020, it has been using the same chassis and mechanical underpinnings as one of Britain’s most loved cars, the Vauxhall Corsa. And, while that might put some people off, Peugeot’s reputation for making fun, agile and exciting small cars hasn’t gone a miss with the 208.

What’s new?

It’s subtle yet noticeable, but the exterior has an updated front end with a new radiator grille and lion claw LED daytime running lights. The interior has also been given extremely minor changes such as a redesigned gear selector and a larger touchscreen system, but apart from that, the car has remained the same, which isn’t a bad thing because the 208 is a great-looking car inside and out – to our eyes, at least.

More noticeable is the option of two new hybrid powertrains, which should give more choice for the consumer looking for one of these Polo-sized superminis.

What’s under the bonnet?

You can get the baby Peugeot with a choice of up to five different engines offering petrol, hybrid and electric versions.

We’re driving the 1.2-litre turbocharged petrol hybrid which is available in two different power guises.

Our car is the more powerful 134bhp unit that also produces 230Nm of torque and does 0-60mph in 7.9 seconds before running out of puff at 127mph. All hybrid and electric versions of the 208 come with an automatic gearbox as standard, although the entry-level 1.2-litre turbocharged petrol engine comes with a six-speed manual.

What’s it like to drive?

Firstly the negatives. The 208 still has the firm’s traditional stubby and compact steering wheel that, although feels great to use, obscures the dials depending on your seating position.

Now, small Peugeot’s have grown a reputation to be fun and nimble and this improved 208 certainly follows the footsteps of older models in the range. Around town the car is easy to manoeuvre and has very light steering. Out on the open road, although the steering is vague, sport mode adds a bit of weight to it and sharpens the throttle response, which transforms the car into a fairly entertaining little car. By no means does it have the charisma or charm of hot Peugeots of yesteryear, but as an everyday small car, it really isn’t bad.

What’s more, the efficiency of the hybrid powertrain means that on a good run you’ll see fuel economy readings of 50 to 55mpg and on the motorway although there is a fair bit of tyre roar from our test car’s larger alloy wheels – wind and road noise is kept to a minimum.

How does it look?

Considering underneath its skin lies the mechanicals of a Vauxhall Corsa, Peugeot has done a great job in differentiating the two.

The famous lion claw LED daytime running lights give the front an aggressive presence and the firm’s new logo is now located in the grille with a ‘208’ badge positioned at the top of the bumper.

The side profile has a rather muscular look with deep creases and bodylines that run the width of the doors, plus at the back the gloss black rear diffuser and further lion claw themed lights continue adding to the car’s sporty appeal.

What’s it like inside?

All Peugeots have a dynamic and driver focused edge in their interiors and the 208 has lots of this reminiscence. The dashboard is angled towards the driver and the aeroplane-styled shortcut toggle switches still carry on from the old car, too. Interior quality is good, with only lower down trim feeling a little cheaper in places, but the piano black trim and carbon fibre effect door card surrounds on our test car makes the cabin feel more upmarket without being tacky and over the top.

The only downsides are the typically French miniature glove compartment and the interior space in the back is on the compact side with limited knee and headroom, plus the rear doors are rather small, making access to the rear harder, as well. The boot space stands at 352 litres with the seats in place and extends to 1,163 litres with them flipped down, which is on par with its German rival, the Volkswagen Polo and bigger than its French competitor, the Renault Clio.

What’s the spec like?

There are only three trim levels to choose from and whatever model you go for, there are plenty of toys to keep anyone happy with the range consisting of Active, Allure and GT.

The entry-level Active is priced at £20,860 and includes automatic headlights and wipers, climate control and LED headlights.

We’re driving the top-of-the-line GT which comes in at £25,810 and boasts ambient lighting with a choice of eight colours, a black roof and 3D instrument panel. Our exact test car with a few options is over £30,000 which is pricey when you come to think that it’s still a car competing with the Volkswagen Polo and Renault Clio.

Verdict

Small Peugeots always prove themselves popular in the UK and this updated 208 will continue that trend.

Not only has this update improved what already was a good looking supermini, but the new hybrid powertrain really suits the car as it combines decent fuel economy and efficiency with more power and better driving dynamics.

The biggest issue is the price. With our test car’s £30,000 asking price, it makes it dearer than a Toyota Yaris hybrid which is more fuel efficient and has a better powertrain setup. But, if you take into account its overall package, the 208 is still an entertaining and likeable supermini that oozes French chic.

Facts at a glance

• Model as tested: Peugeot 208 GT hybrid 136
• Price as tested: £30,060
• Engine: 1.2-litre turbocharged petrol hybrid
• Power: 134bhp
• Torque: 230Nm
• 0-60mph: 7.9 seconds
• Top speed: 127mph
• MPG: 50.2mpg
• CO2 emissions: 105g/km

By Cameron Richards

It’s been a busy old time for the iX2 of late. It’s one of those cars which feels effortless to drive; you jump in, put the stubby gear selector into drive and you’re off. The electric powertrain means the iX2 is perfectly at home around town, but with the warmer weather, I’ve been seeing the car’s range creeping up and now it’s delivering just over 270 from a full charge.

Sure, I still believe that EVs shouldn’t be so affected by temperatures – it seems unfair given the claimed range figures which are advertised – but I can’t help but enjoy the extra miles brought on by a brighter spell.

I’ve also been exploring some of the iX2’s other onboard features. One is the interior monitor; this is an in-car camera which you can remotely access via the smartphone app to check on your vehicle when it’s parked. It would be good if you’re leaving your car in one place for a little while, or if you’ve got something inside that you’d like to keep an eye on. While I wouldn’t ever leave my dog in the car when I’m parked up – and she wouldn’t be that happy about it, either – this could be a safety net for those who do.

Another feature I’ve been checking out is the drive recorder. A little like a conventional dashcam, it uses the car’s in-built cameras to take a recording out of the front of the vehicle. You can trigger itself when you’re on the move, or it’ll automatically roll if it detects an emergency situation. It could prove essential in an insurance claim. However, during a recent incident where someone else on the road carved in front of me – and I had to slam on the brakes – it hadn’t recorded a jot. But it seems to only auto-activate when a full-on accident has happened.

Incidentally, it’s one of the paid-for options on many BMWs. While the iX2 has it pre-loaded, drivers who don’t have it installed can do so for the princely sum of £199 for the year, providing your car is compatible, after all. Against the cost and wiring hassle of a standard dashcam it seems pretty good value, particularly if – like me – you’re not a fan of gadgets littering the dashboard.

Charging-wise, the iX2 is still proving breezy and the app is a big part of that. It notifies you about states of charge, the rate of charge and when it’ll all be completed. In conjunction with the Ohme app that I use to control our home wallbox, it makes for a very informative experience and means you’re always sure about how much charge the car will have. It’s good that you can pre-condition the car too and while it’s useful in summer, I imagine this function will make even more sense in winter when it’ll allow you to defrost the windscreen. That’s if it ever stops raining outside.

And speaking of rain, that’s one of the primary grumbles I have about the iX2. With the popularity of coupe-styled SUVs on the rise, you might’ve noticed that a lot of the latest cars come without a rear wiper – iX2 included. In a country like the UK, it’s a rather maddening omission and one which isn’t restricted to BMW either – nearly all car manufacturers are at it.

While some will claim that the aerodynamics of the sloping roof mean that the rain simply blows away, it’s complete nonsense – when it’s hammering down, it’s a nightmare to see out of the back and being unable to clear it is like having an itch you’re not able to scratch. Plus, once things have dried up – eventually – the streaky rear screen needs a quick wipe-down with a cloth to return it to any kind of usefulness. As an option, you could just opt for the more upright iX1 which gets a conventional rear screen and that all-important wiper. If I was picking between the two, this feature would come head-and-shoulders above the aesthetics of the coupe-styled iX2.

But aside from this precipitation-based grumble, it’s all rather pleasant. I would like some paddles behind the steering wheel to adjust the level of braking regeneration you get but, as standard, it strikes a nice balance. Plus, you can shift the gear selector into ‘b’ which increases the braking regeneration and I quite often do this when I’m driving around town – it gives a near-one-pedal driving experience that is ideal for those monotonous crawls through traffic.

I’m sure that the iX2 won’t be sitting still for long – it seems to be in near-constant demand. I’d like to see if there’s some way to trigger the on-board cameras when you activate the horn, too – that’d be quite handy, wouldn’t it?

Facts at a glance
Model as tested: BMW iX2 xDrive30
Price: £66,569
Engine: Electric motor
Power: 301bhp
Torque: 494Nm
Max speed: 112mph
0-60mph: 5.4 seconds
MPG: NA
Emissions: 0g/km
Range; 259-266 miles (claimed)
Maximum charge speed: 130kW
Mileage: 4,406

With a wide range of body styles, as well as diesel and electric versions, the consumer shouldn’t be left without choice. Cameron Richards finds out.

What is it?

It may look familiar and that’s because you’d be right – the Toyota Proace Max is near-identical to the Fiat Ducato, Citroen Relay, Peugeot Boxer and Vauxhall Movano.

All of them share the same bodies, platform, chassis and electrics, with the only differences being the badges and some exterior styling differences.

The Proace Max completes Toyota’s very extensive line-up of commercial vehicles, and with piston and battery-electric power on offer, it should attract plenty of buyers. Let’s find out what it’s like.

What’s new?

The Proace nameplate has been around for over a decade, and since 2016, Toyota has been in partnership with the Stellantis Group in building its vans.

The Max is the biggest sibling in the Toyota Proace family, sitting alongside the smaller City and Verso models. Not only that, but a wide selection of different body styles and powertrains are available to suit all. A vast array of standard safety features including crosswind assist are also fitted as standard, which helps keep the van stable when driving through strong crosswinds.

What’s under the bonnet?

Here on our shores, there will be a choice of diesel and electric versions. We are driving the predicted best-seller which is the 2.2-litre turbocharged diesel producing 138bhp and 350Nm of torque. There is a choice of either six-speed manual or eight-speed automatic transmissions available, too.

You can also specify the Max with an electric powertrain which brings a 110kWh lithium-ion battery pack with an electric motor which Toyota claims can do up to 261 miles on a single charge. The electric motor, meanwhile, produces 268bhp and 410Nm of torque and it’s compatible with 150kW DC rapid charging enabling the van to be topped up from zero to 80 per cent in 55 minutes.

What’s it like to drive?

My first van launch with @ToyotaUK. Been driving the new Proace Max which has been added the firm’s extensive commercial line-up. Available with piston or electric power. #proacemax #proacemaxev pic.twitter.com/ble2zKdOlF

— Cameron Richards (@CamRichards13) September 11, 2024

The cliche of ‘it drives like a van’ can be made here because that’s exactly how it feels. The Proace Max does exactly what it says on the tin and that’s great because it’s not pretending to be like a car.

To drive, you sit high up which gives you a commanding view of the road ahead and the door mirrors are very large with small blind spot detection lights which really helps when changing lanes on a motorway.

We’re driving the 2.2-litre turbocharged diesel with the six-speed manual. The engine is noisy and rough, but it has plenty of torque and is punchy and actually rather fun to whisk along. The gearbox is slick and precise and the clutch is nice and light.

Where the van falls down is in its refinement. With it being a tall vehicle you get a lot of wind and road noise – particularly around the door mirrors.

The EV version of the van is a lot quieter – as to be expected. It’s easier to drive due to the automatic gearbox and acceleration is pretty good, too. However, as the electric variant weighs an extra 750kg, you can feel it when you drive it – particularly when it comes to stopping.

How does it look?

Our test van is the length three (L3) by height two (H2) bodystyle and from almost every angle you could mistake it for one of its Stellantis’ twins, with the exception of the badging and the front grille.

Apart from those minor changes it’s all standard van territory with a very tall and boxy shape with vertically positioned rear tail lights. Like with its driving experience, the design is simple and easily recognisable as a van and that really isn’t a bad thing. The Stellantis group vans that the Max shares almost every compartment with have been around for over a decade and in that time their designs have aged exceptionally well.

What’s it like inside?

It will be of no surprise that the Proace Max shares almost all of its switchgear and dashboard layout with the rest of the Stellantis vans, but the design itself is simple and easy to navigate with physical shortcut buttons as well. The standard 10-inch touchscreen adds a little bit more of a modern touch and all the materials, although hard and cheap feeling, do look as though they will stand up to the test of time.

The only niggle that was found was depending on how tall you are and where you have the steering wheel positioned, it could obstruct the dials when driving – which is annoying.

What’s the spec like?

Toyota has decided to keep it simple yet generous for us British buyers. In fact, there is only one trim level you can choose and that is Icon.

Although there is just the one trim across the entirety of the range, there is a vast amount of different body styles including a Chassis Cab, Platform Cab, Tipper and a total of three different lengths named as L2, L3 and L4 and two different heights as H2 and H3.

The range kicks off at £34,715 ex VAT for the 2.2-litre diesel with the Chassis Cab bodystyle. Standard equipment is generous with all vans coming with a 10-inch multimedia touchscreen, a seven-inch digital instrument cluster, wireless Apple CarPlay and Android Auto, traffic sign recognition and DAB radio.

Equipment across the range remains the same with prices rising up to £53,613 ex VAT for the L4 by H3 electric version.

Verdict

Toyota’s contribution to the commercial vehicle market has grown rapidly in recent years and the Max is the final piece in the firm’s Proace jigsaw puzzle. It may not revolutionise the way we look at vans, but its simplicity and a good mix of bodystyles and drivetrains give the business buyer a lot of choice. And, with one very well equipped trim level, the Proace Max certainly has value for money on its side, too.

Facts at a glance

• Model as tested: Toyota Proace Max Icon L3/H2
• Price as tested: £37,235 ex VAT
• Engine: 2.2-litre turbocharged diesel
• Power:138bhp
• Torque: 350Nm
• 0-60mph: N/A
• Top speed: 97mph
• MPG: 36.7mpg
• CO2 emissions: 198g/km
• Electric range for EV version: 261 miles
• Charging speed: 150kW

By Cameron Richards

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

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

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

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

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

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

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

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

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

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

What’s under the bonnet?

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

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

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

What’s it like to drive?

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

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

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

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

What’s the spec like?

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

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

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

Verdict

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

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

What’s new?

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

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

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

— Cameron Richards (@CamRichards13) September 3, 2024

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

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

How does it look?

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

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

What’s it like inside?

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

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

What’s the spec like?

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards

What is it?

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

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

What’s new?

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

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

What’s it powered by?

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

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

What’s it like to ride?

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

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

How does it look?

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

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

What’s the spec like?

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

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

Verdict

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

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

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

What is it?

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

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

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

What’s new?

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

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

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

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

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

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

What’s the spec like?

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

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

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Facts at a glance

• Model: Audi SQ8
• Price as tested: £118,105
• Engine: Electric motor with 114kW battery
• Power: 496bhp
• Torque: 973Nm
• 0-60mph: 4.5 seconds
• Top speed: 130mph
• Range: 265 miles (claimed)
• Emissions: 0g/km CO2
• Mileage: 5,689