Category: Reviews

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

What is it?

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

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

What’s it like to drive?

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

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

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

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

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

How does it look?

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

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

What’s inside like?

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

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

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

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

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

What’s the spec like?

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

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

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

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

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

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

How does it look?

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

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

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

What’s it like inside?

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

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

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

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

What’s the spec like?

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

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

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

Verdict

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

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

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

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

What’s it like to drive?

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

— Cameron Richards (@CamRichards13) July 18, 2024

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

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

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

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

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

How does it look?

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

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

What’s inside like?

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

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

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

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

What’s the spec like?

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

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

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

Verdict

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

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

Facts at a glance

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

By Cameron Richards

What is it?

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

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

What’s new?

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

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

What’s it powered by?

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

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

What’s it like to ride?

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

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

How does it look?

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

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

What’s the spec like?

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

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

Verdict

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

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

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

What is it?

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

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

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

What’s new?

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

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

What’s under the bonnet?

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

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

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

What’s it like to drive?

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

— Cameron Richards (@CamRichards13) July 10, 2024

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

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

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

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

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

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

How does it look?

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

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

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

What’s it like inside?

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

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

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

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

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

What’s the spec like?

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

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

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

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

Verdict

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

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

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

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

Facts at a glance

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

By Cameron Richards

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

What is it?

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

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

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

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

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

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

What’s it like to drive?

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

— Cameron Richards (@CamRichards13) July 2, 2024

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

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

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

How does it look?

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

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

What’s it like inside?

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

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

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

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

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

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

What’s the spec like?

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

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

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

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

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

Verdict

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

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

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

Facts at a glance

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

By Cameron Richards

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

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

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

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

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

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

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

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

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

What is it?

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

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

What’s new?

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

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

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

What’s under the bonnet?

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

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

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

What’s it like to drive?

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

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

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

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

How does it look?

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

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

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

What’s it like inside?

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

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

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

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

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

What’s the spec like?

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

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

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

Verdict

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

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

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

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

By Cameron Richards

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Facts at a glance

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

By Cameron Richards

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

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

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

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

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

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

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

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

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

I’m looking forward to the next six months.

Fact at a glance

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

By James Batchelor