Sorted Magazine

Tag: Tim Barnes-Clay

  • Ford Focus ST [with Track Pack]: “pleasingly powerful …”

    Once upon a time, if you wanted a hot hatch, you’d go for the Golf GTi – but those days are long gone.

    So many manufacturers surpassed the GTi that VW itself decided it needed to introduce a new model called the Golf R.

    One of the cars that overtook the GTi’s legendary brilliance was the Ford Focus ST.

    While it’s not quite in the same bracket as the full-beans Focus RS, the ST is a smorgasbord of impressive features.

    It boasts 19-inch alloy wheels with a Magnetite matte finish, Dynamic Matrix LED headlights, power-folding door mirrors, and an ST body kit. It is also equipped with sports suspension, limited slip differential and dual-zone climate control, plus heated six-way electrically adjustable front seats with powered lumbar support and a heated steering wheel.

    You also get a 13.2-inch touchscreen with a DAB radio, voice control, Apple CarPlay, Android Auto, a Bang & Olufsen premium audio system, a keyless entry/start, and a 12.3-inch digital instrument cluster.

    The model reviewed includes the Track Pack, which adds Recaro shell seats, lightweight alloy wheels, Brembo brake callipers, larger brake discs and Michelin Pilot Sport Cup 2 tyres. But, as you’ll read in a bit, it has even more to offer.

    It is a package that screams performance.

    The ST is propelled by a 2.3-litre turbocharged EcoBoost lump that pumps out an enthusiastic 280PS and 480Nm of torque.

    The blue-badged hatch comes with a six-speed manual ‘box, which will please the purists. But a seven-speed automatic is also available, albeit not with the Track Pack.

    It is a beauty to look at, too, with its muscular body kit, aggressive lines, and distinctive fins on the front air intakes giving it a menacing look.

    There are several colours to choose from – the default being Racing Red. But Fantastic Red, Frozen White, Agate Black, Magnetic Grey, and my favourite – Mean Green – are also available.

    Picking a shade will likely make life difficult for a while.

    Sadly, one of the Focus ST’s main criticisms was that it was compromising something in terms of being considered a proper hot hatch.

    While reviews were mixed, some felt the kingpin Focus RS got in the way, as it meant the ST was a dumbed-down version deliberately engineered to be slightly inferior in every department.

    This is put right with the Track Pack, which, although a £3,000 option, gives the ST the final weapon it needs to complete its arsenal.

    While it remains front-wheel drive only, the Ford grips the road exceptionally well, and the engine note sounds pleasingly powerful.

    Zero to 62mph is dealt with in 5.7 seconds, topping out at 155mph.

    The ST Track Pack adds that extra edge, with weight saving, grippier tyres and improved braking power optimising the overall feel in the bends.

    The ride manages to feel firmer and yet more comfortable at the same time, thanks to new dampers which absorb bumps better, yet offer more rigidity where it matters.

    This added to the 1cm lower ride height, means body lean is even more limited, and, as a result, the cornering feels enriched.

    And, if you’re the sort of person who likes to tinker with cars, the dampers are manually adjustable, with a toolkit supplied by Ford as part of the Track Pack.

    The six-speed manual gearbox is exquisite for its simpleness. There is no clever tech around it, but that means it’s blissfully straightforward to shift through the gears.

    In truth, the cog-changer can feel clunky, but it’s not a deal breaker, and I’d still recommend it over the automatic (which, as I said earlier, isn’t available with the Track Pack).

    Thanks to a recent mid-life facelift, the inside of the Focus ST looks better than ever.

    That said, Ford could have made more of an effort to make the ST version stand out from the rest of the range. Why? Well, other than the odd ST badge dotted around, there’s little to remind you you’re not sitting in an ordinary Focus.

    At least the Track Pack adds the Recaro seats. Meanwhile, the 13.2-inch infotainment system and 12.3-inch digital instrument cluster are both nice to use.

    Of course, if you want to go tearing around Silverstone with your brand new flat-pack drinks cabinet in the back of your Focus ST, then you’ll be delighted to know practicality remains one of its strong suits.

    Track Pack or not, the seats are comfy, and there’s plenty of head and legroom for everyone, front and back.

    The boot space is 358 litres, which isn’t as impressive as some rivals, but it’s good enough. What’s more, folding the rear seats down expands the usable room to 1,320 litres.

    Despite its performance credentials, the Focus ST is surprisingly economical. It returns 35mpg and emits 183g/km of CO2.

    The standard Focus earned a five-star safety rating from Euro NCAP in 2018, scoring 85% for adults, 87% for children and 75% for safety assists.

    The ST comes with emergency assistance, lane-keeping assist, and pre-collision assist with autonomous emergency braking.

    In conclusion, the standard Focus ST is a decent car, and the individual differences offered by the Track Pack all add up, causing a transformative effect on its handling.

    It is spacious inside; it has a nice (if a little too understated) interior, and ticks both boxes: offering a great family car that enthusiastic drivers can also enjoy.

    Fast Facts – Ford Focus ST (with optional Track Pack) as tested:

    Max speed: 155 mph

    0-62 mph: 5.7 secs

    Fuel economy: 35.3 mpg (WLTP)

    Engine layout: 2.3-litre four-cylinder turbocharged EcoBoost petrol

    Max. power (PS): 280

    CO2: 183 g/km

    Price: £39,950 (£36,950 + £3,000 Track Pack)

    All Photo Credits: Courtesy of Ford Focus

  • Alfa Romeo Tonale PHEV: “excellent performance …”

    Alfa Romeo has finally entered the SUV market with the Tonale – a crossover aiming to take on the likes of BMW’s X1 or Audi’s Q3.

    Its personality seems contradictory, with an aggressive front end coupled with a contrasting friendlier, rounded style at the side, while the rear features a cool lightbar that spans the bodywork.

    Alfa Romeo has high hopes for the Tonale, believing it will soon be its most popular model, so there’s quite a lot hinging on its success.

    Two four-cylinder turbocharged petrol powertrains are offered in the form of a front-wheel drive 1.5-litre mild hybrid producing 160PSwith a seven-speed automatic. Meanwhile, the 280PS plug-in hybrid (PHEV), driven here, offers all-wheel drive from its 1.3-litre engine, which is hooked up to a six-speed automatic ‘box.

    A generous amount of equipment is offered, with the entry-level Ti trim getting 18-inch alloys, a 10.25-inch infotainment touchscreen with SatNav, DAB radio, Apple CarPlay, Android Auto and voice control provided by Amazon Alexa.

    It also gets a 12.3-inch digital instrument screen, wireless phone charger, rain-sensing wipers, gloss black painted body kit, dual-zone air conditioning and keyless go. A leather sports steering wheel, an automatic tailgate and an electrically adjustable driver’s seat with lumbar support also form part of the package.

    The mid-range grade under review gets 19-inch rims, red-painted brake callipers, privacy glass, adaptive suspension, aluminium gearshift paddles and plenty of additional styling touches.

    The Edizione Speciale trim is marketed as the top-of-the-range model. Yet, it is the cheapest version, primarily based on the Ti trim, adding 20-inch alloys, a prominent exhaust and aluminium door sills, plus other styling elements.

    On the road, the Tonale PHEV deals with 0-62mph in 6.2 seconds, which isn’t bad for an SUV. The mild-hybrid, by comparison, takes 8.8 seconds to do the same.

    The PHEV makes excellent progress, moving swiftly off the line thanks to the instant torque provided by the electric motor – and it’s untroubled at any speed.

    The 280PS on tap provides effortless acceleration. However, when flooring the throttle, the gearbox can be more hesitant to change down versus the mild hybrid, as the PHEV tends to seek power from the electric motor first, only changing down if it needs to.

    While the mild hybrid feels more instantaneous in that respect, the PHEV easily outmuscles it, which will likely placate Alfa die-hards disappointed only to have a choice of hybrid powertrains.

    The Tonale is surprisingly agile around corners for an SUV, limiting body lean in bends and feeling far lighter than its nearly two-tonne kerb weight suggests.

    The mild hybrid feels even better because it carries 310kg less bulk, but the PHEV is still the pick of the bunch given its economy figures, which I’ll come on to shortly.

    The feedback through the steering wheel is limited, but the wheel does firm up at speed around corners, and there are three driving modes which impact its firmness, along with adjusting other characteristics of the car.

    As a result of its enthusiastic handling, it’s by no means the best in class for comfort, but even with larger alloys, it’s certainly not bad. This is likely helped by the DSV adaptive suspension on the Veloce trim, which improves the ride. Unfortunately, this feature isn’t available on the Ti trim, but the Ti’s smaller wheels somewhat offset its loss.

    The PHEV has a 15.5kWh battery, which can be fully charged from empty in around two-and-a-half hours from a 7.4kW home wall box. However, it won’t charge any faster, even if you’re using a public charging facility capable of much higher speeds.

    The Tonale PHEV’s all-electric range is 42 miles, and it’ll manage 217mpg, with CO2 emissions of just 29-33g/km. These figures make it a reasonably attractive proposition for company car users due to the low Benefit in Kind tax. Meanwhile, the mild hybrid manages 49mpg, producing 130-142g/km of CO2.

    You also get a three-year unlimited-mileage warranty. What’s more, Alfa has entered the crypto world with NFTs (non-fungible tokens) to record things like servicing and ownership history, making the car’s records impossible to forge.

    The Tonale’s interior is refined, but it isn’t awe-inspiring, falling slightly short of the wow factor you might expect from an enthusiastic Italian manufacturer. Don’t get me wrong; the Alfa still has some lovely touches, such as circular air vents and a rounded dashboard top above the instruments.

    The infotainment screen is pleasing to use, offering an intuitively straightforward menu layout. However, there’s no rotary dial, as seen in some other Alfa Romeos, while the shortcut buttons next to the screen are so small they risk distracting you from the road ahead to work out what you’re pressing.

    The air conditioning controls are still physical buttons, thankfully, while the instrument screen is informative and customisable, too.

    The driving position feels quite low-down, but Alfa Romeo has pulled off a neat trick by mounting the dashboard slightly higher up, giving you the illusion of feeling closer to the ground.

    There is a bunch of space in both the front and the back, although the legroom is a tad more limited in the rear. The headroom should be plentiful unless you’re well over six feet tall.

    Thanks to the shape of the rear side windows, the back pillars are very bulky, restricting visibility. Still, parking sensors are offered on all models as standard, along with a rear-view camera, which can be upgraded to a 360-degree camera by choosing one of several upgrade packs provided as optional extras.

    Storage space in the cabin is generous, too, although the door bins could be more accommodating.

    The PHEV’s boot only offers 385 litres of space, 115 litres less than the mild hybrid, increasing to 1,430 litres with the rear seats folded down in a 60/40 configuration.

    The Tonale earned a five-star safety rating from Euro NCAP, along with an 83% score for adults, 85% for children and 85% for safety assists, which include automatic emergency braking, forward collision warning and lane support system.

    You also get intelligent adaptive cruise control, drowsy driver detection, a tyre pressure monitoring system, traffic sign recognition and intelligent speed assist as standard on all models. Optional extras add even more, including Level 2 autonomous driving features.

    Overall, the Alfa Romero Tonale has plenty going in its favour.

    The Italian SUV is generously equipped as standard, meaning upgrading to the Veloce trim is likely unnecessary. Furthermore, it retains a firm but reasonable level of ride comfort and excellent performance alongside superb economy figures.

    Fast Facts – Alfa Romeo Tonale [1.3 PHEV 280 Auto Q4 Veloce trim] as tested:

    • Max speed: 128mph
    • 0-62 mph: 6.2-secs
    • Fuel economy: 217mpg
    • Engine layout: 1.3-litre turbocharged petrol engine with electric motor
    • Max. power (PS): 280PS
    • CO2: 29-33g/km
    • Price: £48,495

    Main Photo Credit: Courtesy of Alfa Romeo

  • Motoring: Citroen eC4 Sense Review

    The eC4 is a crossover that combines a coupe’s sleek lines with a hatchback’s practicality and adds a dash of Citroen’s trademark quirkiness.

    But is it any good to drive, and does it make sense as an electric car? Let’s find out.

    The eC4 is powered by a single electric motor that produces 136PS and 300Nm of torque, which propels the front wheels through a single-speed automatic gearbox.

    Its battery has a capacity of 50kWh, which gives the car a claimed range of 219 miles, while charging the battery from 0 to 100% takes around 7.5 hours on a 7.4kW home wallbox or 30 minutes for a 0 to 80% top-up on a 100kW rapid charger.

    A burst of torque from the electric motor delivers instant acceleration, making the French vehicle feel nippy around town.

    There are three driving modes to choose from: Eco, Normal and Sport, with Eco limiting the power output and maximising the regenerative braking, which helps to extend the range. Normal mode balances performance and efficiency and Sport sharpens the throttle response and steering.

    The suspension system is one of the highlights of the eC4, as it features Citroen’s Progressive Hydraulic Cushions technology. This means that hydraulic bump stops at each end of the suspension travel absorb shocks and vibrations from uneven roads.

    The result is a very comfortable ride quality, especially on rough surfaces, making the eC4 feel smooth and refined.

    On the inside, the eC4 is spacious, with a minimalist dashboard and a digital instrument cluster, which looks stylish if a bit plasticky in places.

    There is plenty of headroom and legroom for front and rear passengers. The boot space is decent, too, offering 380 litres of room with the rear seats up and 1,250 litres folded down in a 60/40 split.

    The infotainment system is easy to use, with clear graphics and intuitive menus. The only downside is that some of the settings are buried in submenus, which can be distracting while driving.

    The eC4 is an economical car to run, as it has zero emissions and low running costs. Citroen says you should be able to do 219 miles on a full charge but, as with nearly all-electric cars, expect less than this in practice.

    However, the eC4 could be more engaging to drive, and it faces stiff competition from rivals such as the Hyundai Kona Electric, the Kia e-Niro and the Volkswagen ID.3.

    But, if you’re looking for an electric car that’s different from the rest, the eC4 is certainly worth a gander.

    Fast Facts – Citroen eC4 [Sense trim, 50kWh] as tested:

    • Max speed: 93mph
    • 0-62 mph: 10.0secs
    • Range: 219 miles
    • Motor layout: Single electric motor with front-wheel drive
    • Max. power (PS): 136
    • CO2: 0g/km
    • Price: £31,995

    All Photo Credits: Courtesy of Citroen eC4

  • Mazda CX-60 e-SkyActiv D:

    What do big engines and 2023 have in common?

    Not a lot. All we see these days are tiny petrol units connected to electric motors and, apart from that, an entire market dominated by 2.0-litre four-cylinders.

    But maybe we shouldn’t be so sure. Why? Because Mazda has just gone and done something utterly ridiculous.

    It has unveiled the fresh and beautiful CX-60 – with an all-new 3.3-litre diesel engine involving mild-hybrid technology.

    Yes. You heard that right.

    It does, indeed, sound bonkers. But when you see Mazda’s theory put into practice, suddenly, it’s the Japanese automaker execs in Hiroshima who are the ones guffawing.

    You would imagine that, on a mid-size SUV like the CX-60, it’ll be returning under 40mpg. But it doesn’t. The Mazda manages 56.5mpg in its lower-powered form, which produces 200PS, while the more powerful 254PS variant of the same engine does 53.3mpg.

    The secret sounds simple: a bigger engine needs fewer revs to get performance out of it, so you save fuel. But there’s more to it than that; otherwise, everyone would’ve been doing the same for years.

    There is an alternative plug-in hybrid (PHEV) too, which produces 327PS and looks even better on paper. But it makes the SUV’s already firm ride even stiffer. Plus, its all-electric range isn’t enough to provide the biggest savings for company car users when compared with some of the competition.

    The focus is on the diesels, then. And they’re available in three trims.

    The Exclusive-Line sits at entry level with 18-inch alloys, two 12.3-inch screens for infotainment and digital instruments, Apple CarPlay/Android Auto, navigation and a DAB radio. It also features a head-up display, dual-zone climate control and black leather upholstery with heated front seats.

    The Homura grade gets black 20-inch wheels, electric-folding door mirrors, a Bose sound system and electrically adjustable front seats with an adjustable driver lumbar support. It also vaunts heated outer rear seats, ventilated front seats and an automatic tailgate.

    Finally, the Takumi edition tops the range with silver and black 20-inch alloys, a white maple wood interior décor and white Nappa leather seat trim.

    The top two grades also feature the Mazda Driver Personalisation System, which includes facial recognition. So, the latest CX-60 will automatically adjust everything for you when you get in, which is convenient if you share the driving with others.

    The focus of this car review is on the Homura and Takumi trims. But bear in mind that the entry-level model is well-equipped, and it’s a significant price jump even to go for the mid-range Homura grade.

    In addition, the ride is firm enough without the extra two inches of alloy wheel you get if you pick either the Homura or Takumi trims.

    Under the bonnet, the 200PS diesel has plenty of shove and should suffice for most people’s needs. For example, it reaches 62mph in 8.4 seconds, whereas it’s 7.4 ticks of the clock in the 254PS version.

    I would stick with the lower-powered edition. It is more than capable enough, although it is rear-wheel drive, whereas the more powerful version is all-wheel drive.

    Those with bad backs might not appreciate the hard ride, but driving enthusiasts will love it, as the stiffer suspension helps the handling.

    While no SUV will ever handle like a sports car, the hybridised oil burner performs excellently around bends, limiting body lean well. The steering is direct, and the wheel provides excellent feedback, fuelling your confidence around bendy B-roads.

    One of Mazda’s fuel-saving tricks is shifting up through the gears early, which can make things a tad jerky. With an eight-speed gearbox, that means it’s more noticeable unless you’re thundering down a motorway continuously in eighth.

    Nevertheless, it’s a minor gripe and isn’t enough to rain on the parade. Furthermore, such is the excellent handling that the all-wheel drive of the 254PS version only adds a little extra grip over the 200PS rear-wheel drive model.

    Step inside, and you’ll probably agree with me that the cabin belongs at the premium end of the market. The 12.3-inch ultra-widescreen infotainment system peers over the top of the dashboard, and it’s awe-inspiring in terms of clarity, looks, menu layout and responsiveness. The digital instrument display is equally impressive, although the lack of customisability is a hindrance.

    It looks nice, feels great, and it’s comfortable. The forward visibility is excellent, and all models get a reversing camera to aid your rear view, although a 360-degree camera is an optional extra.

    There is plenty of space in the front, but the rear does lack a bit of legroom. And even though it’s a reasonably hefty-sized SUV, the Mazda still isn’t quite wide enough to comfortably seat three adult passengers on longer journeys.

    The interior has lots of storage spaces, a notably large glove box, a sunglasses holder and reasonably sized door bins.

    The boot’s capacity is 570 litres, but it’s reduced to 477 litres in the hybrid. However, Mazda quotes a figure of 1,726 litres for both once you fold the rear seats down in a handy 40/20/40 configuration. Plus, there’s no boot lip, which is even more convenient.

    Safety-wise, the CX-60 was awarded a five-star rating from Euro NCAP. It scored 88% for adults, 91% for children, and 76% for safety assists, which include driver attention alert, traffic sign recognition, lane departure warning with lane-keep assist and blind-spot monitoring.

    The only safety feature not included across the range is a separate driver monitoring system, which is found in both the Homura and Takumi models, but not on the entry-level Exclusive Line.

    Tax-wise, the lower-powered diesel emits 129g/km of CO2, with the 254PS model producing 138g/km of CO2.

    The PHEV, meanwhile, returns 188.3mpg, emitting just 33g/km of CO2, thanks to a 17.8kWh battery.

    A full charge of the PHEV takes just under eight hours from a domestic socket, while a dedicated 7.4kW home wall box will do the same in around two and a half hours.

    Overall, the new CX-60 e-SkyActiv D is a big surprise – and not just because of that superbly economical yet power-hungry diesel engine.

    It is a car for those who want to enjoy driving, as Mazda prioritises handling over comfort.

    There are a few minor gripes, but they’re not enough to ruin what is, essentially, a fabulous vehicle.

    Fast Facts: Mazda CX-60 [e-SkyActiv D MHEV 254PS in Takumi trim, as tested]:

    • Max speed: 136 mph
    • 0-62 mph: 7.4 secs
    • Fuel economy: 53.3 mpg
    • Engine layout: 3.3-litre six-cylinder petrol
    • Max. power (PS): 254
    • CO2: 138 g/km
    • Price: £50,730

    Photo Credits: All photos courtesy of Mazda

  • Kia Soul EV: “ … one of the best small family electric cars on the market today.”

    Kia Soul EV: “ … one of the best small family electric cars on the market today.”

    Think of a van merged with a family hatchback, possibly with a dollop of a crossover SUV on top, and that’s the Kia Soul EV.

    It is a small family car built for practicality, with a high roof all the way to the rear which promises more spaciousness than you’d typically find in its class.

    But if the van-like traits sound off-putting, they shouldn’t be, as it’s a lovely motor with plenty of round edges and a sporty front.

    The latest Soul is offered in just two trims: Urban and Explore, with the former offering a shorter range and less clout and the latter offering the opposite with some SUV-style cladding, plus roof rails.

    The Urban model features 17-inch alloys, an eight-inch infotainment touchscreen with digital radio, Apple CarPlay/Android Auto, and a seven-inch digital instrument cluster. It also has cloth upholstery, dual full-LED headlamps, a smart entry system and plenty of safety features, which I’ll come on to later.

    Changes in the Explore edition include a larger 10.25-inch infotainment touchscreen with navigation, black leather upholstery and heated front seats.

    The most significant difference between the two is battery size, with the Urban model getting a 39.2kWh battery capable of travelling a claimed 171 miles. In contrast, the Explore variant gets 64.8kWh, managing 280 miles before it runs out of sparkly juice.

    I spent a long while in the Urban version, which has 136PS and gets from 0-62mph in 9.9 seconds. The Explore brags 204PS and will do the nought to 62mph dash two seconds quicker. But the test car still feels pacey, moving away the instant you touch the accelerator.

    Of course, it isn’t lightning quick but, for a vehicle intended to be driven to the shops and around town centres, it’s perfectly acceptable.

    The Soul EV’s suspension setup provides for fairly sharp handling, too, gripping well on corner entry and limiting the body lean as much as possible.

    The steering could be weightier when tackling bends at speed, but it can provide some entertainment for those who like to enjoy themselves behind the wheel.

    As a result of the Soul EV’s agility, some ride comfort is sacrificed, although not to an excessive degree. But it can feel firm and a tad bouncy over poorer road surfaces.

    The Explore Soul is 140kg heavier, so it doesn’t feel quite as alert to respond to steering inputs, but you won’t notice the difference enough to care.

    One-pedal driving is possible due to the Soul’s regenerative braking system. This tech puts the charge back into the batteries under deceleration and can bring the Kia to a halt when you lift your foot off the accelerator pedal.

    Inside, the cabin is well designed with heaps of piano black surfaces and the odd dash of silver trim, with the infotainment screen embedded into the centre of the dashboard beneath a couple of air vents. It is a well-designed, intuitive system with a clear screen and is responsive to your touches. But you must put up with a smaller display in the Urban-trimmed car, whereas the Explore gets a larger screen with navigation.

    Of course, you can still pair your smartphone to the infotainment system and use something like Google Maps instead. So those with the Urban grade won’t necessarily miss out on the lack of an in-built sat nav.

    The digital instrument cluster is equally clear and informative, although unlike in some cars, its layout can’t be customised.

    The seats are comfy, and there is sufficient travel in the front seat adjustment, manually controlled by levers in the Urban. However, the Explore variant gets electric adjustment on the driver’s side, plus adaptable lumbar support.

    Visibility is also notable out of the front due to Kia’s design of the front pillars, which are as thin as possible. And, although it’s less impressive out of the back, the Soul EV comes with rear parking sensors and a reversing camera as standard.

    You will find lots of places to store bottles and belongings in the cabin. But the boot is smaller than the car’s shape suggests, measuring 315 litres, expanding to 1,339 litres with the rear seats folded away in a 60/40 split.

    The Kia Soul EV boasts meagre running costs. There is no fossil fuel to put in it, and, despite increasing electricity costs, it’s still cheaper to charge it up than it would be to fill it up.

    Charging the Urban edition takes six hours for a 10 to 100% top-up if you use a 7.2kW home wall box, but this increases to just over nine hours in the Explore variant due to its larger battery.

    Road tax is free for the next couple of years until the Government begins charging for electric cars to use the roads. Meanwhile, servicing costs are generally lower in electric vehicles.

    Kia’s cars also come with an industry-leading seven-year, 100,000-mile warranty, with unlimited mileage for the first three years.

    Regarding safety, the Soul EV hasn’t been put through its paces by crash-testing experts Euro NCAP since 2014. Therefore, the four-star rating it earned bares little relevance today, given that the testing criteria and safety systems have evolved considerably since then.

    However, Kia has a remarkable track record for safety. All Soul EVs get automatic emergency braking, a driver attention warning, tyre pressure monitoring, lane follow assist, lane keep assist and adaptive smart cruise control as standard.

    The Explore model also gets blind spot monitoring, highway driving assist, safety exit warning and rear cross-traffic alert.

    Although the Explore offers more extended range, additional power and a few extra luxuries, the Urban feels powerful enough to compete and is still generously equipped.

    If practicality is the order of the day, then its smaller-than-expected boot might be a stumbling block, but at least it has a spacious cabin considering it’s a small car.

    The latest Soul EV is good to drive, and although it’s not the best in class for ride comfort, it treads the delicate line between handling and suspension absorption well. It also offers some entertaining characteristics for those who want to enjoy themselves.

    With low running costs, the Soul EV is undoubtedly one of the best small family electric cars on the market today.

    Fast Facts – Kia Soul EV [Urban trim, as tested]:

    • Max speed: 97mph
    • 0-62 mph: 9.9-secs
    • Range: 171 miles (39.2kWh battery)
    • Powertrain layout: Single electric motor, front-wheel drive
    • Max. power (PS): 136
    • CO2: 0g/km
    • Price: £32,845

    Photo credits: All photos courtesy of Kia Soul EV

  • Motoring: The Honda Jazz is the best yet

    Motoring: The Honda Jazz is the best yet

     

    The Honda Jazz has been around for donkey’s years – in fact, it’s been on the UK’s roads since 1982.

    That has given the Japanese giant some serious time to perfect it – and the latest one is the best yet.

    It is not the best-looking car ever made, with its boxy bonnet and protruding front bumpers, but it’s cutesy-cuddly and looks like the sort of car you’d just like to give a big hug.

    There is no choice when it comes to powertrains. Indeed, there’s only one: a self-charging hybrid with a 1.5-litre four-cylinder petrol engine which, when combined with its electric motor, produces 109PS.

    There is no shortage of choice regarding trims, though, with five to choose from.

    I tested the high-up-the-range EX Style. Zero to 62mph takes 9.5 seconds, which isn’t amazing, but then for a fairly small family car, you don’t need much more.

    The engine cuts in and out automatically as and when needed, maximising all-electric driving and therefore helping the fuel economy figures, which sit at 61.4mpg. Just 105g/km of CO2 is emitted in the process.

    REFRESHED JAZZ e:HEV LINE-UP GAINS NEW ADVANCE SPORT VARIANT

    The Jazz is supremely comfortable, too, boasting one of the best rides in its class. But that does mean the handling is a little bit dumbed-down.

    For most people’s needs, it’s fine, but thrill-seekers won’t find it memorable. Plus, it’s pretty tall compared with its competitors, which doesn’t help with the body roll in the bends. As a result, you’ll likely get more out of it around a town centre than testing its limits on a B-road.

    Inside, the Jazz is very nice. Granted, the cabin is nothing special, but the odd touch of silver trim in places, such as on the steering wheel and around the gear lever, brightens things up sufficiently to make all the difference. The materials don’t feel cheap, either.

    The infotainment system isn’t great, lacking the sharp, high-resolution graphics you’d expect nowadays. I have used worse, but most of its rivals have superior systems.

    At least in this test car, plus the lower EX trim, you get additional USB sockets to charge your phones and tablets.

    REFRESHED JAZZ e:HEV LINE-UP GAINS NEW ADVANCE SPORT VARIANT

    As already mentioned, the Jazz’s body is relatively high up, so the driving position is too, which helps with visibility.

    There is a lot of space, so even the tallest of drivers won’t struggle for comfort, while the rear impresses, too, offering decent leg and headroom.

    The Jazz also feels quite broad, so three passengers in the rear are doable, plus there’s plenty of storage space inside, including two glove compartments.

    The boot is reasonably spacious for a small car, offering 304 litres of room, expanding to 1,205 litres with the rear seats folded away. Meanwhile, the Jazz provides considerable flexibility regarding the seat arrangements, which you won’t find in its rivals.

    Honda has a decent reputation for reliability, too, offering a three-year warranty, although the hybrid system gets a separate five-year, 90,000-mile guarantee.

    The Jazz was awarded a five-star Euro NCAP safety rating and comes with automatic emergency braking, lane-keep assist and traffic sign recognition on all models.

    Overall, the Honda Jazz is top of the tree when it comes to practicality, helped further still by its versatile seating arrangements.

    It is not much of a driver’s car, and the infotainment system is a bit basic, but the flip side is a comfortable ride, along with excellent fuel economy and emissions figures.

    Fast Facts – Honda Jazz (1.5i-MMD in EX Style trim) as tested:

    Max speed: 109 mph

    0-62 mph: 9.5 secs

    Fuel economy: 61.4 mpg (WLTP)

    Engine layout: 1.5-litre four-cylinder with electric motor

    Max. power (PS): 109

    CO2: 105 g/km

    Price: £27,050

    Main Photo Credit: Courtesy of Honda Jazz

  • Motoring: Company car users will rejoice over the Volvo XC60

    Motoring: Company car users will rejoice over the Volvo XC60

    Although it’s technically a crossover, Volvo’s XC60 is at the larger end of the scale.

    Based on the same platform as the excellent full-fat SUV, the XC90, it promises superb refinement and a high driving position.

    It also promises good fuel economy, as it’s the Recharge plug-in hybrid version tested here.

    You won’t be complaining about the choice of powertrain, as it’s the T6 – packed with 350PS from its 2.0-litre four-cylinder engine, combined with an electric motor fed by an 18.8kWh battery.

    If that’s not enough, there’s an even more powerful T8, based on the same engine, which produces 455PS.

    XC60 Recharge T8, Silver Dawn

    Up to 49 miles of engineless driving is possible, while a full charge at a maximum charging speed of 3.7kW will take around five hours.

    Company car users will rejoice, too, thanks to CO2 emissions of just 23g/km, while it achieves as much as 282.1mpg.

    Zero to 62mph is over in 5.7 seconds. Indeed, the Volvo delivers propulsion effortlessly, making it ideal (if a bit of overkill, given its power and size) for tackling ring roads and eating up motorway miles.

    The mid-range Plus-trimmed car has standard suspension, providing a comfortable ride. However, the adaptive air suspension in the Ultimate trim, which you can adjust yourself, offers an even smoother journey.

    There is plenty of grip in the bends, but, being a reasonably high vehicle, the XC60 isn’t one for driving enthusiasts, as there’s quite a lot of body roll.

    XC60 Recharge, interior

    The interior is lovely, with a distinctly premium feel, while the touchscreen sits unusually portrait rather than landscape, flanked on either side by a vertical air vent.

    The infotainment system is easy to use, with the screen being very responsive and crystal clear, as you’d expect, given it’s a Google-designed system. However, I’d rather not have to use the screen to adjust the temperature, which is fiddly to do on the move.

    At least voice control is included as standard, which helps, while the digital instrument cluster is informative with sharp graphics.

    Volvo’s seats are very comfortable and sit you high up, providing a decent view of the outside world.

    The interior is spacious in terms of headroom and legroom, while there’s plenty of storage space, even though you lose some in the plug-in versions of the XC60 to accommodate the batteries. It loses a fraction of boot space, too, for the same reason – 468 litres versus 483 litres on the non-PHEV XC60s, but it’s not much of a loss.

    The rear seats only fold in a 60/40 split, rather than the more convenient 40/20/40 found on several competitors’ cars, which expands the boot space to 1,395 litres in the Recharge versions (1,410 litres in non-Recharge models).

    Safety-wise, the XC60 earned a five-star rating from Euro NCAP. Protective kit includes automatic emergency braking, front and rear parking sensors, a rear-view camera and adaptive cruise control, all as standard.

    XC60 Recharge

    The Plus trim and above gets blind-spot monitoring and semi-autonomous steering through its Pilot Assist function, in addition to a 360-degree camera.

    The Volvo XC60 Recharge is impressive, arriving well-equipped as standard, with brilliant safety, decent practicality and refined performance while retaining excellent fuel economy. The interior is lovely, too.

    But, despite its impressive array of offerings, it has several rivals that can match it for all the above – and beat it when it comes to the driving experience.

    Fast Facts – Volvo XC60 Recharge Plug-in Hybrid T6 AWD as tested:

    Max speed: 112 mph

    0-62 mph: 5.7 secs

    Fuel economy: 282.1 mpg (WLTP)

    Engine layout: 2.0-litre four-cylinder engine with electric motor, all-wheel drive

    Max. power (PS): 350

    CO2: 23 g/km

    Price: £54,975

    Main Photo Credit: Courtesy of Volvo

  • Motoring: The Mercedes-Benz E-Class has upped its game

    Motoring: The Mercedes-Benz E-Class has upped its game

    The Mercedes-Benz E-Class has always been a decent car, but it’s spent most of its life in the shadows on the BMW 5 Series.

    Mercedes has upped its game in recent years, though, with more dynamism in its designs, consigning to the history bin its reputation of making big saloons for older people.

    It has also introduced some plug-in hybrid versions, including the one driven here, the E300e.

    While traditional petrol and diesels are offered with some mild-hybrid tech, the E300e comes with a 2.0-litre petrol mated to an electric motor. It is good enough for 320PS and a 0-62mph time of 5.8 seconds. That is not bad for a big saloon car.

    And the Mercedes-Benz does this while emitting a ridiculously low 35g/km of CO2, managing as much as 188mpg – figures the mild-hybrids can’t even dream of.

    It will even do 34 miles of all-electric driving at motorway speeds, and a full charge takes 90 minutes from a 7.4kW home wall box.

    In AMG Line trim, as tested, you get some sporty bodywork, along with 18-inch alloys, a wireless phone charger, adaptive LED headlights and heated leather seats. The model also houses dual-zone climate control, a digital instrument cluster and an infotainment system that includes navigation as well as Apple CarPlay/Android Auto.

    The engine is smooth and quiet, only producing any noise when you rev hard. And, pulling off the line, the extra torque provided by the electric motor makes a noticeable difference to the pace.

    While big saloons don’t make for the best handling cars, Mercedes has done an excellent job. But the excitement is to be found in the rival 5 Series, with Mercedes tuning the E-Class more for comfort over cornering prowess, despite the AMG Line moniker.

    The plug-in E-Classes have even softer suspension, so there’s more lean in the bends. An equivalent 5 Series handles more keenly, but if you want to buy a driving experience, a sporty-trimmed C-Class or 3 Series may be a better fit.

    Don’t get me wrong, there’s plenty of grip and the steering is precise, although feedback through the wheel could be better.

    Around town, the ride can be a little bouncy, but it soon settles at anything over 40mph, making the E-Class a sublime motorway cruiser.

    The interior is lovely, with very comfortable seats, helped by adjustable lumbar support.

    The infotainment system is impressive, too, with a responsive screen and intuitive menu options. Voice control is included as well, making things even simpler.

    The Merc’s digital instrument cluster provides all the information you could want to know, including the remaining battery levels.

    There is a decent amount of space inside, especially in the front, and there’s a lot of storage room in the cabin.

    The boot capacity is only 370 litres, reduced from 540 litres in the mild hybrids, as the E300e loses underfloor storage due to the batteries.

    Safety equipment is packed into the E-Class as standard, featuring semi-autonomous parking, front and rear parking sensors, a rear-view camera, and blind spot assist.

    Unsurprisingly, the E-Class has a five-star Euro NCAP safety rating, and you get a three-year, unlimited mileage warranty.

    Overall, the E-Class is comfy, full of equipment and offers excellent economy in plug-in hybrid form. But is the plug-in version worth it? Indeed – the Benefit in Kind saving is especially significant if you’re a company car driver.

    Fast Facts – Mercedes-Benz E-Class [E300e AMG Line] as tested:

    Max speed: 155 mph

    0-62 mph: 5.8 secs

    Fuel economy: 188 mpg (WLTP)

    Engine layout: 2.0-litre four-cylinder petrol engine with electric motor

    Max. power (PS): 320

    CO2: 35 g/km

    Price: £57,225

    Main Photo Credit: Courtesy of Mercedes-Benz E-Class

  • Motoring: Hyundai Kona Hybrid

    Motoring: Hyundai Kona Hybrid

    Everybody seems to want the SUV treatment nowadays – even those driving the smallest hatchbacks.

    As a result, there’s an increasing demand for mini-crossovers – basically, a tiny hatchback that’s slightly raised up and typically has some roof rails and dark grey cladding around the wheel arches to give a more rugged appearance. That describes the Hyundai Kona quite nicely.

    Its looks won’t win many awards, but diagonal lines of bodywork surrounding an arguably Lexus-inspired corset-shaped grille exudes some personality, along with thinned-out day-running lights and a funky rear.

    The entry-level SE Connect gets 16-inch alloys, an eight-inch touchscreen with Apple CarPlay and Android Auto, plus a 10.25-inch digital instrument cluster.

    The Premium adds 18-inch alloys, a larger 10.25-inch infotainment screen with navigation, a wireless phone charger, heated front seats and steering wheel, keyless entry and an engine start/stop button. It also boasts a KRELL premium sound system and electric folding door mirrors.

    The flagship Ultimate grade offers electric front seats, leather seat trim, a tilting/sliding sunroof and LED headlights.

    There is also an all-electric model, while on the non-hybrid petrol version, there’s another trim called N-Line. This grade adds some sportier bodywork, which sets the tone nicely for the full hot-hatch version, the 280PS Kona N.

    However, sensible trousers are being worn here, so it’s the self-charging hybrid version in mid-range Premium trim on test for this review.

    There is only one powertrain available: a 1.6-litre petrol engine connected to an electric motor for a combined 141PS. Front-wheel drive and a six-speed automatic gearbox are also mandatory features.

    The Hyundai moves away well, with the electric motor providing an extra helping hand. Mind you, zero to 62mph still takes 11.3 seconds, which is only marginally quicker than the petrol non-hybrid.

    It will also go a short distance with the engine off, as long as you don’t make excessive demands of the throttle.

    The acceleration is good for nipping in and out of traffic around town, while the Kona feels accomplished at motorway speeds, too.

    The suspension setup is firm, which helps with the handling, meaning it’s agile, limiting body roll well around bends at speed.

    However, pushing the limits is difficult because the Kona’s steering doesn’t weight up sufficiently at higher speeds. The result is that the bias towards handling over ride comfort feels excessive.

    Inside, the cabin is nice and the infotainment system is pleasingly simple to use. The screen is clear and responsive – and the KRELL audio system sounds impressive.

    The driving position is raised slightly, the visibility is reasonably good, and the seats are comfortable thanks to adjustable lumbar support.

    You will find the interior space is a touch tight if you’re a very tall driver. But it’s sufficient for most, while the rear isn’t overly generous.

    Boot space measures 374 litres, expanding to 1,156 litres with the rear seats folded in a 60/40 arrangement.

    The Kona manages 56.5mpg, emitting just 114g/km of CO2, while a five-year unlimited mileage warranty is also on offer (eight years for the hybrid system), with Hyundai being one of the most dependable brands for reliability.

    The model is also very safe, with a five-star Euro NCAP safety rating.

    Overall, the Kona Hybrid is okay, but it’s getting a significant refresh in the coming months, which will undoubtedly catapult it up the ladder of desirability. In which case, I’m tempted to wait for that.

    Fast Facts – Hyundai Kona Hybrid (1.6GDi 6-speed auto, Premium trim) as tested:

    Max speed: 115 mph

    0-60 mph: 11.3 secs

    Fuel economy: 56.5 mpg (WLTP)

    Engine layout: 1.6-litre four-cylinder with electric motor and front-wheel drive

    Max. power (PS): 141

    CO2: 114 g/km

    Price: £29,115

    Main Photo Credit: Courtesy of Hyundai Kona Hybrid

  • Motoring: The Skoda Octavia Estate is a comfortable ride

    Motoring: The Skoda Octavia Estate is a comfortable ride

    Skoda has come on leaps and bounds in recent years, and nowadays, the Octavia is one of the highest-regarded cars in its class.

    It is challenging to make a typically boxy car attractive, but that hasn’t stopped Skoda from trying – and it’s got decent looks with thinned-out headlamps and a chiselled lower grille.

    Three trims are offered, with the entry-level SE getting 16-inch aerodynamic alloy wheels, a 10-inch touchscreen with DAB radio, Apple CarPlay and Android Auto, LED headlights and day-running lights, electrically adjustable door mirrors, dual-zone climate control and lumbar support for the front seats.

    The SE Technology gets navigation and a 12-month internet subscription via the infotainment system, while the SE L gets 17-inch aero alloys plus microsuede upholstery and rear tinted windows.

    There is also a performance vRS version of the Octavia Estate, but that’s another story. For people who don’t drive like their hair set on fire, the SE L is the top-of-the-range model – and that is what is tested here.

    Two petrol engines are offered – a 1.0-litre TSI with 110PS and a 1.5-litre TSI with 150PS, although both are available as non-hybrids or mild hybrids.

    It is the diesel I’m interested in, though – the 2.0-litre TDI.

    You get from 0-62mph in 8.8 seconds, which is reasonably good, with lots of low-rev grunt from the engine, which pulls away well from a standing start.

    It doesn’t break a sweat at motorway speeds and deals with low-speed driving around town just as well.

    Regarding handling, the Octavia is set up for a comfortable, soft ride, which can cause the odd bounce over uneven road surfaces. But despite this, it’s no slouch when it comes to cornering.

    There is plenty of grip; the steering wheel weights up nicely at higher speeds, and while it’s not nimble or particularly fun to drive, it more than ticks the box.

    The DSG automatic gearbox changes smoothly, and it’ll automatically take itself out of gear to coast when it can, saving fuel.

    Inside, the cabin is well-designed, with an attractive layout and soft-touch materials. The Skoda doesn’t look quite as high-end as some of the German premium brands, but in some lighter colour combinations, it doesn’t look far off.

    The dashboard is shaped, so the centre of it is closer to the occupants in the front, bringing the infotainment touchscreen within easy reach.

    The infotainment system is impressive, with a sharp and responsive screen, large icons and an intuitive menu layout, although there’s a lack of shortcut buttons. At the same time, the Virtual Cockpit digital instrument cluster is equally nice and informative.

    Alas, most of the air-con controls are buried in the screen, so it’s a fiddle to use on the go. But at least the temperature controls always remain in view along the bottom of the screen, regardless of which menu you’re on.

    The Octavia is very comfortable to sit in, too, and visibility from the driver’s seat is reasonably commanding.

    There is a lot of space in the front and rear, too, so even taller occupants won’t be struggling for room. And there are lots of places to store things, including a deep cubby behind the gear lever.

    Boot space is a generous 640 litres, which expands to a massive 1,700 litres with the back seats folded down in a 60/40 configuration.

    Economy figures are impressive, too, with this test car claiming 62.5mpg, producing just 118g/km of CO2.

    Skoda has a good reputation for reliability, but you’ll still only get a three-year, 60,000-mile warranty included, although you can extend this if you’re willing to pay extra.

    The Octavia Estate earned a five-star Euro NCAP safety rating and comes with automatic emergency braking, driver fatigue sensor and lane-keep assist as standard. In addition, the SE Technology adds front and rear parking sensors, while the SE L model gets adaptive cruise control.

    Skoda Octavia Estate

    Overall, the Octavia Estate is a nice to drive, comfortable, pleasant and a highly practical machine, boasting impressive economy figures, especially on the diesel.

    Regrettably, the diesel is more expensive than the petrols, which manage miles-per-gallon figures of 50 or more. So, unless you’re doing high mileage and need the extra fuel economy, on balance I’d probably go for the petrol instead.

    Fast Facts – Skoda Octavia Estate [SE L 2.0 TDI 150PS DSG] as tested:

    Max speed: 140 mph

    0-62 mph: 8.8 secs

    Fuel economy: 62.5 mpg (WLTP)

    Engine layout: 2.0-litre four-cylinder diesel, front-wheel drive

    Max. power (PS): 150

    CO2: 118 g/km

    Price: £32,390