Category: Reviews

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Facts at a glance

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

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

What is it?

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

— Cameron Richards (@CamRichards13) August 22, 2024

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

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

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

What’s the spec like?

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

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

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

What’s it like to drive?

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

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

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

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

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

What’s the spec like?

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

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

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

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

Verdict

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

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

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

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

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

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

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

How does it look?

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

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

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

What’s it like inside?

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

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

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

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

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

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

What’s the spec like?

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

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

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

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

Verdict

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

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

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

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

 

Facts at a glance

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

By Cameron Richards

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

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

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

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

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

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

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

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

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

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

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

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

By James Batchelor

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

What is it?

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

How does it look?

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

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

What’s it like inside?

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

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

What’s the spec like?

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

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

Verdict

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

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

Facts at a glance

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

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

What is it?

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

— Jack Evans (@jackrober) August 7, 2024

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

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

How does it look?

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

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

What’s it like inside?

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

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

What’s the spec like?

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

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

Verdict

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

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

Facts at a glance

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

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

What is it?

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

How does it look?

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

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

What’s it like inside?

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

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

What’s the spec like?

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

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

Verdict

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

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

Facts at a glance

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

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

What is it?

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

What’s new?

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

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

How does it look?

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

What’s it like inside?

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

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

What’s the spec like?

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

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

Verdict

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

Facts at a glance

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

Price: £43,433

Engine: Single electric motors

Power: 134bhp

Torque: 260Nm

Max speed: 81mph

0-60mph: 13.1 seconds

MPG: NA

Emissions: 0g/km

Range: 143 miles

Maximum charge speed: 100kW   

By James Batchelor

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Facts at a glance

• Model as tested: Skoda Kamiq Monte Carlo TSI DSG
• Price as tested: £32,205
• Engine: 1.0-litre turbocharged petrol
• Power: 114bhp
• Torque: 200Nm
• Fuel economy:
• CO2: 132g/km
• 0-60mph: 10 seconds
• Top speed: 121mph
• Mileage: 3,035

By Cameron Richards