If you’re looking for variety, medium-sized cars have it in spades. This category spans a wide range of body styles and price points, so there’s something for everyone.
Many brands have more than one vehicle in this category (or in BMW’s case, six…), with a variety of body styles like hatchbacks, saloons, estates, liftbacks, higher-riding MPV-ish things and more. Plus, you can choose between petrol, diesel, hybrid or electric power.
Unsurprisingly, most of the new models launched in the last year have been electric. This is only going to increase in coming years, although there will still be some very good petrol and diesel cars available for years to come.
Our awards recognise both the best new models to have been launched over the last 12 months, but also the best overall cars in each category – because newer doesn’t always mean better, as you can see below.
Given that it won the overall Car of the Year trophy, it’s no surprise that the MG 4 EV has won its category award as well. But our awards are just the latest in a heaving cabinet of trophies that the MG 4 has picked up this year. Given what you’re getting for your money, that’s no surprise.
For about the same price as a petrol-powered Ford Focus, Vauxhall Astra or Volkswagen Golf – and £10K less than the Golf-sized Volkswagen ID.3 – the MG 4 delivers outstanding value and low running costs, all backed up by a seven-year warranty.
The MG 4 might be a great car, but it’s not the outright best electric car in this category. Last year’s Car of the Year, the Kia EV6, is still the top-ranked mid-sized car overall with an outstanding Expert Rating score of 88%, just edging the closely related Hyundai Ioniq 5 by a scant 0.2%.
The Hyundai/Kia twins are considerably more expensive than the MG, but that money gets you more performance, more driving range, more space, more standard equipment and better build quality. So if your budget stretches to £45K or more, the Kia EV6 remains the best car in this segment.
Once again, the BMW 3 Series is the go-to mid-size car for anyone who wants to stick with an internal combustion engine rather than an EV. The 3 Series has long been the dynamic benchmark for small-to-medium saloons, and the latest edition adds additional refinement to match. It has been the petrol/diesel class champion for the last two years, and comfortably retains that title this year.
The 3 Series holds an Expert Rating of 85% as of December 2023. Its score covers petrol, diesel and plug-in hybrid versions in both saloon and Touring (estate) body styles, but doesn’t include the M3 super saloon.
Despite the ever-increasing numbers of crossovers and SUVs, small hatchbacks still make up a large chunk of new car sales in the UK.
However, small cars are gradually disappearing from new car showrooms. The best-known example is the Ford Fiesta, which ended production this year. And not many new models are coming along to replace those that have been discontinued.
It was a very quiet year for small cars, with only the Abarth 500e, BYD Dolphin and GWM Ora Funky Cat (soon to be re-named the GWM Ora 03) arriving in the last 12 months. There was also the Mazda 2 Hybrid, but that’s literally a rebadged Toyota Yaris so it’s not surprising that almost no-one noticed.
Next year should see improvement, however. We know that there’ll be a new Citroën C3, a new Mini hatch (now formally known as the Mini Cooper, which is what most people have always called it anyway) and a new Suzuki Swift. We’re also expecting to see a new Renault 5, and there may also be a new Renault Twingo, too. Fiat is due to release a new Panda next summer, but we’ll have to wait and see whether it reaches the UK in time for next year’s awards.
Our awards recognise both the best new models to have been launched over the last 12 months, but also the best overall cars in each category – because newest doesn’t always mean best, as you can see below.
Many people thought that electric cars might be the end of Abarth, but the new 500e has proved the doubters well and truly wrong. Like its petrol predecessors, the Abarth 500e takes the fine starting point of a Fiat 500 and transforms it into a real pocket rocket that’s fun to drive and full of character – just as you’d expect from any car wearing the scorpion badge.
But the all-electric Abarth 500e also brings new sophistication and day-to-day ease of use, making it far easier to live with on those days when you just need to get from A to B. Who said electric cars were all boring?
The Skoda Fabia does exactly what you’d expect a Skoda to do – deliver great value for money in a largely unassuming package. Unlike the Abarth, no-one’s likely to be captivated by the Fabia’s anonymous styling. But if you’re looking for a supermini-sized car that gives you maximum bang for your buck, you can’t go past the Fabia.
The Fabia just edges the recently-discontinued Volkswagen up by less than 0.2%, according to our Expert Rating Index.
A facelift in 2023 has boosted the Peugeot e-208’s rating in recent months. The updated cars are just starting to reach the UK as these words are written.
With refreshed styling and upgraded interior equipment, the revised e-208 is a bit sharper to look at and spend time in, helped by improved battery technology that pushes range out to nearly 250 miles on official lab tests. Mechanically, it’s still identical to the (also recently updated) Vauxhall Corsa, but the Peugeot rates more highly with reviewers.
As another year draws to a close, we reach that exciting time where we round up the very best new cars on sale for our annual Car of the Year awards. But in a sea of different new car awards, what makes The Car Expert Awards 2024 different?
Rather than just give you our opinion, we manually curate reviews and scores from 35 of the UK’s leading motoring websites (including our own), with more than 15,000 car reviews from all of these sources in our database.
Every score from every review is fed into our sophisticated algorithm, which adjusts them for date and normalises them to account for all the different scoring systems used. That gives us a definitive score for every new car on sale in the UK. So our awards don’t just give you the opinion of one source, but a consensus of all the top motoring titles in the UK.
Regular readers will notice that we’ve dated the awards to reflect the coming year (2024) rather than the year just ending (2023). Since the results will be of more benefit to anyone buying a new car in 2024 than people who’ve already bought a car this year, we feel it’s a more relevant way to do it. This caused some internal debate, but ultimately consumer benefit won out over strict technical accuracy.
Our eligibility rules
A new model is a car that has arrived in the UK in the last 12 months – which means cars on the road and registered, not just announced or available to order but arriving sometime next year. You should be able to pop down to your local dealer and see any of our award winners in the metal – and buy on one the spot.
In previous years, we have insisted that all winners must have a current, valid Euro NCAP safety rating of at least four stars. Unfortunately, we’ve had to remove that requirement for this year because there simply haven’t been enough new cars rated by Euro NCAP by the time our entries closed.
Last year, the safety organisation tested 66 different new cars. This year, it’s only six (although another six or so results will be published after our deadline has passed). That means that most of the new cars launched this year would be ineligible, which would be highly unfair.
A few cars were ineligible last year because they hadn’t been tested, but have since received a complying Euro NCAP score so they included in this year’s awards. Assuming that there are a suitable number of ratings published next year by Euro NCAP, we hope that this requirement will return for next year’s awards.
And the winner is…
Our Expert Rating Index, based on reviews from 35 of the UK’s best motoring websites, shows that electric vehicles are continuing to achieve better review scores than their petrol and diesel equivalents. This was evident last year, and has strengthened further this year. And for the third year in a row, our overall winner is an electric car.
Based on all of the car reviews published by the UK motoring media over the last year, The Car Expert’s Car of the Year 2024 is the MG 4.
The Car Expert Car of the Year 2024: MG 4
The MG 4 is, quite simply, a remarkable car. It’s fully electric, with a battery range of more than 300 miles on some versions. It has a five-star safety rating. It’s very well kitted out. It comes with a seven-year warranty. And its pricing makes every other family car on the road, let alone other electric cars, look silly.
Over the last decade, there have been plenty of good and even great EVs, but only two seminal electric cars. The first was the Tesla Model S, which showed the world how capable electric cars can be. And the second is the MG 4, which is bringing electric motoring within reach of every new car buyer. The Tesla changed the car industry, but it’s the MG 4 that could genuinely deliver on all the promises of the EV revolution.
As well as taking the overall prize for Car of the Year 2024, the MG 4 also wins our Best Medium Car award.
The MG 4 wasn’t launched in 2023, but was ineligible last year as it hadn’t received its Euro NCAP stamp of approval as required by our 2022 rules until after our deadline. However, it was awarded a five-star safety rating in December last year so became eligible for this year’s awards.
One of three new awards for this year, the Best Luxury Car award covers some of the finest saloons available to buy at any price.
Despite the cost-of-living pressures affecting most households, the luxury car market remains in rude health. While we obviously don’t see the same volume of new cars each year as in mainstream categories, the quality of new vehicles is always high. As with every part of the new car market, the shift from fossil-fuel power to electricity is visible – and has led to some quite stunning luxury EVs that are very well suited to electric power.
Our awards recognise both the best new models to have been launched over the last 12 months, but also the best overall cars in each category – because newer doesn’t always mean better, as you can see below.
Best new luxury car: BMW i7 (81%)
The BMW i7 has received near-universal praise from the UK media since its arrival, with its spacious and tech-laden cabin being earmarked as a particular highlight. In fact, frequent comparisons have been drawn between the i7 and a Rolls-Royce, such are its levels of opulence and refinement.
A typically bold BMW flagship, the i7 celebrates all the qualities the brand has come to represent and leads it into the electric age. If BMW’s stylists could achieve the same level of elegance that the engineers have managed, the i7’s Expert Rating score of 81% would surely jump several points higher.
Even in its most basic form, the Porsche Taycan qualifies as a performance car. But in top-spec Turbo S spec, it offers 760hp – a number that puts it into genuine supercar territory.
Car enthusiasts have long feared that EVs will mean the death of sports cars, super saloons and hot hatches. But the Taycan, along with its closely related cousin, the Audi e-tron GT, have shown that this doesn’t have to be the case. Sure, things will certainly be different. But the future is much brighter than the doomsdayers would have you believe.
Class champion, petrol/diesel: Rolls-Royce Phantom (91%)
The eighth-generation Rolls-Royce Phantom is comfortably the most expensive saloon car on sale in the UK, and the company claims that most owners will spend substantial money over and above the starting price to personalise their cars in various ways.
The Phantom has been particularly complimented for its build quality and unparalleled luxury, with the only criticisms being that it is very expensive (obviously) and the running costs are similarly eye-watering.
Dacia has unveiled the next generation of its best-selling model, which has been given an on-board tech overhaul, new hybrid engine options, more interior space and a fresh but pretty familiar exterior design.
Sporting the Romanian brand’s latest insignia, this new Duster is built on a different platform – the same foundations that underpin the current Renault Clio and Dacia Sandero.
This makes the SUV a bit wider and lower than the current iteration, and Dacia says that there is an extra three centimetres of legroom in the back and a bit more luggage space in the boot – 472 litres in total. The driving position is higher too, thanks to around a centimetre of extra ground clearance.
The SUV’s exterior looks are more of an evolution of the previous design, instead of a complete departure. Dacia says it has given the car a “more assertive” appearance to make the SUV look tougher and durable.
The chunky wheel arch cladding and front bumper lip are thicker, and the Y-Shaped headlights are narrower to match the thinner width of the front grille. Dacia has also decided to give the Duster a lower roofline to improve fuel efficiency and a rear spoiler, which sits above new Y-shaped tail lights that replace the old square light signatures.
You might have also noticed that Dacia has fitted an extra panel on the bodywork below the wing mirrors, which is made of the brand’s ‘Starkle’ material, which is made of up to 20% recycled materials. That panel and the rest of the plastic cladding is already coloured before it is moulded too, meaning that Dacia saves on paint costs and customers don’t have to worry much about scrapes and scratches, as they won’t alter the original colour.
While the outside is mildly familiar, the interior certainly isn’t. This third-generation Duster has had a dashboard overhaul that introduces an angled 10-inch infotainment touchscreen with wireless Android Auto and Apple CarPlay connectivity and a seven-inch digital instrument cluster, though these come with the middling ‘Expression’ trim and up.
Buyers looking at the lead-in ‘Essential’ grade should expect a smaller four-inch media screen behind the steering wheel and smartphone holder in the centre of the dash that uses your phone to run the infotainment functions. That said, entry-level models do still come with a decent on-board tech offering, including cruise control and rear parking sensors. Upgrading to the ‘Expression’ adds larger 17-inch alloy wheels and a reversing camera.
Sitting at the top of the range is the ‘Journey’ and ‘Extreme’ trim duo. The former gets bigger 18-inch alloy wheels, fog lights, automatic air-con, keyless entry, a wireless smartphone charger and a sound system upgrade. The latter focuses more on off-road practicality, with washable upholstery and rubber floor mats in the cabin and boot. The ‘Extreme’ also comes with electric folding door mirrors and some extra ‘Copper Brown’ styling touches, inside and out.
Speaking of off-roading, Dacia adds that it has improved the SUV’s ability on loose terrain by adding new driving modes, including ‘Snow’ which optimises traction for slippery surfaces, and ‘Mud/Sand’ for more grip in unsteady terrain. The car also comes with a ‘downhill speed control’ function which kicks in to keep the vehicle’s speed under control when driving down an incline, regardless of the gear selected (including reverse).
The Duster also comes with some of Dacia’s new ‘YouClip’ interior clips which allow you to fix accessories like lights, screens, bottles and keys to the interior front and back, with each clip able to hold up to 8kg.
Now on to the revised engine line-up. Like the Dacia Jogger people carrier, the Duster will soon be available with the brand’s ‘Hybrid 140’ engine, which pairs a 1.6-litre petrol engine with an electric motor and starter-generator for a total output of 140hp. This will sit alongside the more conventional (and presumably cheaper) 1.2-litre ‘TCe 130’ petrol which comes with a 48V mild-hybrid boost and the ‘TCe 100 Bi-Fuel’ which runs on liquefied petroleum gas (LPG) as well as regular unleaded.
That sums up the broad strokes of Dacia’s Duster announcement – pricing for the new SUV has not yet been announced, but the brand says that it still intends to offer “the best value for money in this market segment.” The car is set to arrive in UK showrooms in the second half of 2024.
The BMW i5 is the electric version of the latest eight-generation BMW 5 Series executive saloon. It sits between the smaller i4 and the larger i7 in the electric ‘BMW i’ range.
Initially launched as a saloon, an i5 Touring (estate) joined the range in the summer of 2024. It has received very similar reviews from motoring journalists, while other data points like safety and running costs are also very similar to the saloon.
While the highly-regarded seventh-generation 5 Series range is a tough act to follow, the i5 has been earmarked by UK reviewers as a compelling class leader – offering some of the i7’s interior opulence as part of a cheaper and more engaging package.
Vicky Parrott of Electrifying.com explains that the saloon “strikes a fantastic happy medium”, offering a blend of “executive slicker and occasional country-road thriller.” Parkers‘ Tom Wiltshire agrees, arguing that the BMW is “the most engaging EV in its size class, and even gives outright sports EVs such as the Porsche Taycan a run for driving dynamics.”
James Fossdyke of the Sunday Times praises the car’s “clean”, “well-built” and “very high tech” interior design, while Sean Carson of Auto Express asserts that no other electric saloon can match the i5’s refinement and infotainment features. That said, the Top Gear team adds that this high-tech cabin “can be a bewildering place to navigate.”
Some outlets suggest that the i5 isn’t as fun to drive as its petrol-powered predecessors, while others take issue with the saloon’s expensive price tag. The most frequent criticism refers to the car’s battery range, which Carbuyer describes as “adequate”. The i5 can reportedly muster up to 357 miles on a single charge, while rivals like the Mercedes-Benz EQE and Tesla Model S can travel up to 376 miles and 405 miles, respectively.
As of January 2025, the BMW i5 holds a New Car Expert Rating of A, with a score of 81%. This reflects its excellent media reviews and safety rating, as well as its zero tailpipe emissions. Running costs are also good, although car insurance premiums are likely to be fairly expensive.
Reviews, road tests and comparisons from across the UK automotive media. Click any of the boxes to view.
Auto Express
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Model reviewed: Range overview Score: 8 / 10 “The i5 is a car that brings the BMW 5 Series closer to its 7 Series sibling than ever before – not only in terms of comfort and refinement, but also on price. While business buyers can write off much of that initial outlay, its appeal is harder to justify for private drivers. This is an excellent car for business users, but private buyers might prefer a 520i.” Author: Richard Ingram Read review
Auto Trader
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Model reviewed: i5 Touring estate Score: 9 / 10 “Sleek, practical and packed with tech the all-electric BMW i5 Touring shows there’s life beyond SUVs, at a price.” Author: Dan Trent Read review
Model reviewed: Range overview Score: 8 / 10 “New i5 completes the electrification of BMW’s traditional saloon family with a powerful demonstration of technological prowess.” Author: Dan Trent Read review
Car
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Model reviewed: Touring (estate) range Score: 8 / 10 “Elegantly styled and superbly refined, the BMW i5 is an impressive piece of kit and a welcome alternative to the glut of electric family SUVs. Both versions appeal, with the 40’s keener price and slightly better range giving it the edge. But few fast family cars have ever flattered quite like the i5 M60, a car that combines extraordinary performance with remarkable refinement.” Author: Ben Miller Read review
Model reviewed: Range overview Score: 8 / 10 “The BMW i5 is fast, it’s fantastic to drive and to sit in, and it feels as thoroughly engineered as the car it replaces, which is no mean feat. Not all of the driver assistance tech works quite as expected, and no, it’s not a looker – but in our opinion, it runs circles around the Mercedes EQE or Tesla Model S.” Author: Tom Wiltshire Read review
Carbuyer
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Model reviewed: i5 Touring (estate) range Score: 8.6 / 10 “The BMW i5 Touring sets the bar high in the niche electric estate car market.” Author: Charlie Harvey, Alex Ingram Read review
Model reviewed: Range overview Score: 8.4 / 10 “The BMW i5 is refined and good to drive, making it one of the most well-rounded electric saloon cars currently on sale.” Author: Richard Ingram, Ivan Aistrop Read review
Carwow
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Score: 9 / 10 “The BMW i5 is the first ever all-electric BMW 5 Series. It’s a superb car, although some alternatives can go further on a full charge.” Read review
Driving Electric
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Model reviewed: Range overview Score: 9 / 10 “Plush, poised and packed full of the latest tech, BMW has once again set the bar high with the first electric 5 Series.” Author: Tom Jervis, Richard Ingram Read review
Electrifying.com
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Model reviewed: i5 eDrive40 Score: 9 / 10 “As a blend of executive slicker and occasional country-road thriller, the BMW i5 strikes a fantastic happy medium – even in the more modest eDrive40 that we favour.” Author: VIcky Parrott Read review
Evo
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Model reviewed: i5 eDrive40 Score: 8 / 10 “If you’re a fleet driver and have been holding out for an EV in this sector the i5 offers the strongest and most compelling proposition of them all, carrying on the strong work established by the impressive i4.” (Stuart Gallagher) Read review
Heycar
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Model reviewed: Range overview Score: 9 / 10 “BMW is serious about electric cars, and while models like the iX, XM and i7 have given us an idea of the brand’s abilities, the BMW i5, an electric 5 Series, shows BMW can get its core models right too – it’s an impressive car that should appeal to existing 5 Series owners and those new to the brand alike.” Read review
Honest John
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Model reviewed: Range overview Score: 8 / 10 “As accomplished to drive as you would hope and expect a BMW to be, the i5 – an all-electric version of the 5 Series – makes a very strong case for itself against some worthy rivals.” Read review
Parkers
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Model reviewed: Range overview Score: 9 / 10 “The i5 is a hoot to throw around in the corners but is as relaxed as you could hope for on the motorway. It’s by some measure the most engaging EV in its size class, and even gives outright sports EVs such as the Porsche Taycan a run for driving dynamics.” (Tom Wiltshire) Read review
The Sunday Times
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Model reviewed: Range overview Score: 9 / 10 “In many ways, the BMW i5 isn’t that remarkable. Not because it isn’t a great car — it is — but because it’s exactly what we expected it to be. Great to drive, well-built overall and very high tech.” Author: James Fossdyke Read review
Top Gear
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Model reviewed: Range overview Score: 9 / 10 “BMW i5 is part car, part ecosystem. Even so, it’s rewarding to drive and the cabin is world class.” (Jason Barlow)
Read review
Which EV?
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Model reviewed: Range overview Score: 7.8 / 10 “The BMW i5 translates the magic of the autobahn-storming 5-series into electric form with great competence. It’s exceedingly comfortable and quick on long journeys with plenty of driver engagement available if you feel like having a bit more fun. BMW’s technology is increasingly competent too.” Author: James Morris Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of December 2024, the BMW i5 has not been tested by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the i5 is likely to score very highly in Green NCAP testing whenever it ever takes place. Check back again soon.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
The BMW i5 is still a new model, so we don’t have enough data on the electric saloon to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the i5, we’ll publish the score here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
337 miles
A
301 – 354 miles
A – A
Electrical efficiency
Average
Score
Variation
Score
EV models
4.1 m/KWh
C
3.7 – 4.3 m/KWh
B – D
Insurance group
Average
Score
Variation
Score
All models
44
D
43 – 50
D – F
Service and maintenance
Cost
Score
Year 1
£373
C
Year 2
£714
C
Year 3
£1,016
B
Year 4
£1,322
C
Year 5
£1,645
B
Overall
£5,070
C
The BMW i5 is a reasonably expensive car to run and own, according to whole-life cost data provided exclusively to The Car Expert by our technical partner, Clear Vehicle Data. However, it’s still cheaper to live with than a conventionally powered saloon of similar size and sophistication – like the regular BMW 5 Series.
Electrical efficiency (the EV equivalent of miles per gallon in a petrol or diesel car) is only average, although a large battery means that driving range between charges is very good.
Insurance costs are inevitably high (as they are for any 5 Series), while servicing and maintenance costs are not bad for this level of price and luxury.
Date: February 2024 Recall number: R/2024/211 Model types: All Build dates: 12/2023 only Number of vehicles affected: 1 Defect: On affected vehicles if faulty cell modules have been installed then a malfunction may occur in the high voltage battery. Remedy: On the affected vehicles the faulty cell modules in the High Voltage battery will be replaced.
As of October 2024, there has only been one DVSA vehicle safety recall on the BMW i5 – affecting one model – addressing a battery issue.
Not all vehicles are affected by recalls. You can check to see if your car is included in any of the above recalls by visiting the DVLA website or contacting your local BMW dealer.
If your car is affected by a recall, the vehicle must be repaired and you should not be charged for any work required. If you are buying a used i5, you should insist that any outstanding recall work is completed before you take delivery of the vehicle.
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The family-sized Hyundai Tucson range is set for a mild refresh in the new year, which introduces several cosmetic changes and tweaks to the car’s dashboard layout.
Tucson owners won’t notice many exterior differences – the update includes a small tweak to the slim LED headlight shape and the dashed daytime running lights take up a bit more space on the front grille, but otherwise the SUV’s looks remain largely the same after the update. The alloy wheel design has been updated too.
The most notable changes are inside, with a new dashboard layout and infotainment spread that gives the SUV a more upmarket look. Like the latest iteration of the smaller Kona crossover, the digital instrument cluster and central infotainment console are connected in one continuous screen and the steering wheel has been changed too, again based on the design of the Kona.
To make the Tucson’s more user-friendly, Hyundai has decided to get rid of the touch-sensitive sliders in favour of dial controls and switches for the climate control functions. The gear-selector buttons have been moved from the centre console, freeing up more storage space.
That sums up this minor refresh – the powertrain options remain the same. The SUV’s UK pricing list may change though, but we have no indication of this just yet. Pricing details will follow in the coming months – closer to the update’s arrival early next year.
Reviews for the Tucson have been universally positive to date – the SUV has been widely praised for its interior quality and space, as well as its safety tech. It currently holds an Expert Rating of 75%, which is hindered by criticisms of its pretty bland driving experience.
The compact Toyota Yaris Cross crossover range will soon gain an additional hybrid engine option and some on-board tech upgrades – in line with the smaller Yaris hatchback’s refresh in June.
This being the first modification to the crossover range since the introduction of the sportier ‘GR Sport’ trim in August last year, Toyota says that this round of enhancements “focuses on the top purchase considerations for customers”, keeping the car competitive with rivals like the popular Ford Puma and Nissan Juke.
Toyota says that the most important change is the expansion of its engine choices. The update adds an extra petrol-electric hybrid option – a more powerful 130hp 1.5-litre unit that is half a second quicker to 62mph than the single powertrain option currently on sale – 10.7 seconds in total.
This engine will be available with top-spec ‘GR Sport’ and new ‘Premiere Edition’ versions. This new trim is said to “enhance” the car’s “visual appeal” by introducing a new paint colour, ‘Urban Khaki’, which is shown above. Like the ‘GR Sport’, ‘Premiere Edition’ models have a two-tone exterior with black elements and 18-inch alloy wheels. Other than that, the car’s exterior looks remain the same. Inside, this trim spec matches the interior stitching with the green body colour.
Toyota adds that a new ‘Juniper Blue’ exterior colour has been added to the full range of trims, and that seat upholstery has also been refreshed with a new pattern and a soft-material lower instrument panel covering has been introduced. The manufacturer has also attempted to reduce engine and wind noise in the cabin, using thicker windscreen and side window glass and engine dampers.
Now onto the tech. Like the Yaris, the Yaris Cross will be getting the brand’s ‘digital key’ software, which allows the driver to lock, unlock and start the car from their smartphone.
The entry-level models come with a nine-inch central screen (formerly of higher trims), while higher trims will feature a larger 11-inch infotainment console, as opposed to the eight- and nine-inch systems currently available. Toyota says the infotainment software is more ‘intuitive and reactive’ after the update, and that it is wirelessly compatible with Android Auto and Apple CarPlay.
The four-inch LCD driving information screen behind the steering wheel has also been replaced by either a seven- or 12-inch digital instrument cluster, depending on the trim you choose. The car’s safety tech has been tweaked too – the camera and radar system can reportedly scan further and wider than before when detecting potential hazards on the move.
The safety tech is also said to be improved thanks to the introduction of an upgraded camera and radar system which can scan further and wider than before, increasing scope for the detection of accident risks. There is also a new ’emergency driving stop system’ which stops the car, turns on the hazard lights and unlocks the doors if it detects no input from the driver after an extended period of time and after a warning sound.
Finally, Toyota says that the car’s adaptive cruise control has been revised to respond more quickly and “operate with a more natural feel”.
UK pricing and arrival date are yet to be announced, but we do know that these revised Yaris Cross details will arrive in December. The lead-in price for the range currently sits at under £25k before the update’s arrival.
As the key criticisms of the Yaris Cross relate to its modest performance and slow infotainment, this minor facelift could potentially impact the car’s current Expert Rating of 69%.
Vauxhall has announced that its full all-electric Astra range is now available to order in the UK, with the arrival of the Astra Sports Tourer Electric estate car.
Unveiled at the end of last year, the Vauxhall Astra Electric (hatchback and estate bodystyles) is powered by a 54kWh battery and a 156hp electric motor pairing, which the manufacturers says can muster a maximum electric range of 258 miles on a single charge (256 miles for Sports Tourer).
The exterior styling and interior layout of the Astra Electric range is almost identical to the entry-level petrol model, apart from the absence of exhaust pipes in the rear, and the larger 18-inch alloy wheels that come as standard.
The ‘GS’ grade comes with LED headlights, tail lights and daytime running lights, as well as LED front fog lights. The car sits on 18-inch alloy wheels as standard, and features dark-tinted privacy glass for the rear windows.
Lead-in tech includes a ten-inch infotainment touchscreen that can run Apple CarPlay and Android Auto – like the combustion-powered Astra – and dual-zone climate control. The steering wheel, front seats and folding door mirrors are all heated with the ‘GS’ spec, and the car can be opened using a keyless entry function.
Opting for the ‘Ultimate’ adds more advanced Matrix LED headlights, as well as a panoramic sunroof and leather upholstery. A head-up display projects driving information onto the heated windscreen, and a wireless charging pad for smartphones is also included.
Pricing for the hatch starts at over £37k for the hatchback version, while lead-in versions of the larger Sports Tourer are priced at just under £40k.
This Vauxhall Astra Electric range has largely failed to stand out in what is a very competitive family EV sector so far. While models are well-equipped as standard and the car’s efficient battery offers a long range, reviewers add that its pricing is comparatively expensive, and rivals are more engaging on the road. The Astra Electric currently holds an Expert Rating of 55%.
Jeep has announced that its compact Avenger crossover line-up is no longer electric-only, with additional petrol mild-hybrid and limited-run traditional petrol models on offer from the end of November.
Previously only available as a 156hp electric car, Jeep says that the Avenger will soon also be sold with its ‘e-Hybrid’ powertrain – a 100hp mild-hybrid setup that pairs a 1.2-litre petrol engine with a 21kW electric motor and 48V of extra mild-hybrid assistance.
This new variant of the crossover can also drive on electric power only – but only for up to just over half a mile when cruising in traffic at under 18mph. Heavy traffic is also where Jeep’s ‘e-creeping’ function comes into play, allowing for a series of short forward movements without accelerator input. Like the fully-electric model already on sale, this ‘e-Hybrid’ uses an automatic gearbox. Acceleration from 0-62mph takes 11 seconds.
Other than the engine, the ‘e-Hybrid’ also offers a few other new features, including the brand’s ‘open-air’ panoramic sunroof and an electronically-powered driver seat with a massage function. On the dashboard, drivers can choose between a seven-inch or ten-inch digital instrument cluster, which displays ‘e-Hybrid’ information such as drive mode, engine status feedback and power metre readings.
For a limited time, UK buyers can also opt for a conventional 1.2-litre turbocharged petrol model tied to the middling ‘Altitude’ trim. Called the ‘Altitude Plus’, this model also offers an output of 100hp and the package includes Jeep’s navigation software, a reversing camera, 18-inch alloy wheels, heated seats and blind spot monitoring tech.
On sale from the end of this month, Jeep is yet to finalise the UK price list.
The Jeep Avenger has received a very warm welcome from the British motoring media – praised for attractive styling, competitive battery range and its off-road capability, while being criticised for its pricing. It currently holds an Expert Rating of 74%.
Make and model: Land Rover Discovery D300 Description: Large seven-seat SUV, diesel Price range: £60,540 (plus options)
Land Rover says: “Discovery combines an exceptional design evolution with a versatile and intelligently packaged interior which embodies the spirit of family adventure.”
We say: Undoubtedly competent and supremely comfortable, but it’s big, expensive, heavy and inefficient.
Like the other grandee names in the Land Rover family – Defender and Range Rover – the Land Rover Discovery has come a long way from its utilitarian origins.
Now in its fifth generation, the Discovery is a sophisticated seven-seat SUV that has to appeal to buyers who will rarely venture off the beaten track. Yet, at the same time, it needs to be worthy of the Land Rover name by being perfectly capable in the sorts of off-road situations that would embarrass most SUVs from other brands.
For the purposes of our review, we’re going to take the Discovery’s off-road talents as a given. What we’re interested in finding out is whether they compromise the Disco’s abilities on-road, since that’s where it will inevitably spend the vast majority of its time with most of its customers.
What is it?
The Land Rover Discovery is a large, seven-seat 4×4 with a starting price of just over £60K. It used to be the biggest model in the Land Rover family, but has been overtaken by the latest Range Rover and Defender models. Unlike those models, the Discovery is only available in one size and seating configuration.
The current Discovery has been around since 2017, and this is the fifth generation of vehicle to carry the name (Land Rover die-hards, we’re going with what the company says so we’re not going to argue whether it’s really only the third generation…). It had a major update in late 2020, although visually there wasn’t a great deal of change.
Customers have a choice of diesel or petrol power for the Discovery, although exact engine availability will depend on which of the four trim options you choose.
Not UK-spec cars
Who is this car aimed at?
Unusually, Land Rover offers not one, but two large seven-seat SUVs in the same price bracket. The Discovery and Defender 110 are similar in price, size and equipment levels. So what gives?
The Discovery is more subtle in styling, if you can ever call a five-metre-long SUV subtle, while the Defender pays homage to its famous predecessor with its squared-off styling. The Disco follows the last decade of Land Rover’s Russian doll approach to styling, with everything looking like a larger version of the original Range Rover Evoque.
It’s fair to suggest that the new Defender isn’t really a replacement for the old Defender at all, but rather a replacement for the old Discovery. Meanwhile the Discovery has moved more upmarket, looking and feeling like an entry-level Range Rover.
Who won’t like it?
Land Rover is very much a premium brand these days, competing in the same space as Mercedes-Benz, BMW and Audi. So, like those brands, it’s not about value for money. If you’d like to tick most of the same boxes on the spec sheet for a little over half the price, you should be looking at a Skoda Kodiaq.
It’s also a very large, near-three-tonne SUV (once you put a couple of people in it and fill up the tank with diesel), so it’s not going to win any awards from climate change campaigners. The Defender and Range Rover models are available with plug-in hybrid powertrains, but the Discovery has not been blessed with these.
First impressions
The Discovery may no longer be the largest model in the Land Rover family, but it’s still big. Really big. Which is great news if you you want to take up to six passengers with you, because most seven-seaters are rather cramped once you fill up all the available seats.
Of course, if you don’t need the third row of seats, they fold flat into the floor and you have a big, square boot space. The rear of the car even lowers down at the touch of a button to make loading easier, as the Disco sits very high up off the ground (more on that later).
Styling-wise, it’s a mixed bag. The front half is all quite neat and smooth, and far better resolved than any SUV from BMW (admittedly, that’s a low bar to clear). It all looks like an Evoque XXL. But the back half of the car isn’t anywhere near as attractive. For such a wide vehicle, it manages to look very tall and narrow, and the silly offset number plate doesn’t look any better now than it did six years ago.
Our car was finished in an attractive metallic greyish-blue colour called Byron Blue, with silver alloy wheels. It was a nice change from the usual dark grey or black cars with dark grey or black wheels that you usually see on the roads or at your local Land Rover dealer. Why can’t more customers pick brighter colours for their cars and wheels?
What do you get for your money?
Once we’ve got the first impressions out of the way, it’s time to look a bit harder at exactly what you’re getting for your money with the Land Rover Discovery.
As of late 2023, the range starts with the Discovery S, only available with a 300hp diesel engine (yes, they still exist) and with a starting price of just over £60K. It’s actually pretty well equipped and is certainly not just a price-leader model that no-one is likely to ever buy.
The 3.0-litre diesel engine is hooked up to an automatic transmission, with no manual alternative. It’s a proper four-wheel-drive vehicle, meaning that all wheels are driven all the time – although the amount of drive going to each wheel will vary depending on the conditions.
In terms of standard equipment, the Discovery S has all the basics you’ll need, although obviously the niceties are kept for more expensive models. It’s good to see that all the safety kit is standard rather than costing extra, which isn’t always the case.
Above this model is the Dynamic SE trim, with either or diesel or petrol power and starting at about £68K with same diesel engine. Then comes Dynamic HSE trim, which bumps the price to just over £72K, and finally the top-spec Metropolitan Edition for £77K.
The interior is where most of Land Rover’s money went during the mid-life update. If you’re looking for a used Discovery, you’ll see a big difference between the pre-facelift (2017 to 2020) models and the post-facelift (2021 onwards) versions.
There’s plenty of room for everyone, with good headroom and legroom in the first two rows. Inevitably the third row is tighter, but you could still carry two adults back there for relatively short trips. The middle-row seats don’t slide and fold as quickly as you’d like, so if you’re using the third row regularly you’ll get tired of waiting for the partially electric seat to get out of the way.
The biggest single improvement on post-2020 models is the new infotainment system, which Land Rover calls Pivi Pro. The screen is larger (11 inches) and more responsive than on older cars, and the whole thing runs much more smoothly. That said, it’s still not as user-friendly as some systems on other cars, and you’ll probably end up just running Apple CarPlay or Android Auto rather than the fairly fiddly built-in systems.
The dashboard layout is fairly conventional and logical in its layout, although it’s starting to look dated compared to rivals. There are lots of storage spots all throughout the cabin, which is great. Unfortunately, several of them were very reluctant to open when their buttons were pressed, which suggests that Land Rover’s build quality is still not up to scratch. Budget cars get this sort of stuff right, so it’s unacceptable in a £60K+ premium vehicle.
Boot space is great with the rear row of seats down – the square shape of the Discovery’s back end maximises load space compared to the en vogue coupé SUVs found elsewhere. With all three rows in use, you obviously lose the vast majority of your boot, so you’ll only be able to fit a few smaller bags back there.
Standard-fit air suspension means you can lower the back end of the car at the touch of a button. This is helpful if you’re loading heavy bags or bulky objects, as the Discovery sits quite high – you definitely climb up into it. The motorised tailgate can also be opened or closed remotely with your car key.
What’s under the bonnet?
The only engine choice for the Discovery S is a 3.0-litre diesel unit, helped along with mild hybrid assistance. It’s called a D300 in Land Rover lingo. The company does emphasise the mild hybrid bit quite a lot on its website, but don’t get too excited. Most diesel engines are now mild hybrids, and it just means that the engine gets a bit of electrical support to hopefully provide a small improvement to fuel economy.
In practical terms, it’s still a near-three-tonne SUV so don’t be expecting a Christmas card from Greta Thunberg. Over the course of a week of mixed driving on roads we use regularly, we saw fuel economy of about 29mpg. Our usual petrol estate would probably achieve somewhere close to 40mpg for the same sort of driving.
Being a big diesel engine, it produces loads of torque, so you can expect that the Discovery will maintain its performance well regardless of how much you load it up with passengers and luggage, and your fuel consumption won’t suffer as much as it would on a petrol vehicle. You can get a Discovery with a petrol engine, but I can’t imagine why you’d want to unless you have your own private oil refinery.
The gearbox is an automatic transmission, which shifts smoothly between its eight gears. This is a proper four-wheel drive, so all four wheels drive the car at all times. Some SUVs are two-wheel drive only, or may only use all four wheels on occasion. The Discovery can apportion drive to each wheel depending on how much grip is available at the time, so traction is always maximised. There’s nothing you need to do to assist or control this, it’s all done by the car.
At this point in the review, it’s probably time to address the elephant in the room when it comes to Land Rover – reliability. According to data supplied to The Car Expert by our partner MotorEasy, the Discovery has a very poor reliability rating.
What’s the Land Rover Discovery like to drive?
As said right at the top, we’re only evaluating the Discovery’s on-road ability here. There are plenty of good 4WD websites and magazines that can give you plenty of detail about how good it is off the road, but that’s not where the vast majority of Discoveries spend their time.
We’re interested in assessing how well the Disco copes with ordinary day-to-day driving and road trips, which is exactly how most families will use it. We found plenty of good and not-so-good in this regard.
Firstly, the driving position is great once you get there. It’s definitely a step up to get into the Discovery, and you’ll find that you actually look down on almost every other car on the road – plus most delivery vans apart from the really big ones. That gives you plenty of visibility down the road to see what’s coming.
Being diesel-powered and weighing more than 2.5 tonnes, the Discovery is sluggish to respond off the mark but does then pick up speed rather quickly if you keep the throttle pedal floored. Combined with its large dimensions and huge turning circle, it’s a clumsy thing for city driving. This is not the ideal car for negotiating car parks, stop-start traffic and narrow laneways, notwithstanding the fact that plenty of owners do use them in these environments on a daily basis.
Find your way free of the urban jungle and the Discovery is far more comfortable. The ride is generally quite good – our car rode on 20-inch alloy wheels, but if you pay extra for larger wheels then you can expect the ride to become bumpier. Corners, however, feel quite roly-poly. This is a combination of relatively soft suspension and sitting quite high up. It doesn’t detract from the car’s overall ability, but it’s noticeable if you’re used to a low-slung saloon or hatchback or estate car.
In comparison, big SUVs from the German trio of Mercedes, BMW and Audi tend to be less comfortable in ride, but feel more planted in corners. There’s no real right or wrong way to go about it, just a different approach. Be sure to take a good test drive in any car you’re thinking of buying to make sure you’re comfortable with how it drives.
The front and middle-row seats were certainly comfortable, even after a couple of hours on longer runs. We only tried the third row briefly, but it was better than expected. You still wouldn’t want to travel over great distances back there as an adult, but for shorter trips it was perfectly reasonable. Steering is light, as it is on most
The diesel engine grumbles along with more noise than you’d get from a similar petrol unit, and the tyres are also quite noisy. Once you get up to motorway speeds, a fair amount of wind noise is also audible. Overall, it’s not an overly noisy car but others are quieter.
How safe is the Land Rover Discovery?
The Land Rover Discovery was assessed by Euro NCAP back in March 2017 and awarded a five-star safety rating, with a very good set of scores in every category – both in how it avoids an accident in the first place, and how it copes with an accident if impact is unavoidable.
It’s worth pointing out that this rating is due to expire in January 2024, which is normal practice for Euro NCAP (the ratings usually expire the January after the sixth anniversary of the initial publication).
Verdict
With Land Rover now offering four different seven-seat SUVs in its range (Discovery, Discovery Sport, Defender and Range Rover), it’s getting hard to see how the Discovery can stand out in its own family, let alone among rivals from other brands.
Would you choose a Discovery over a Defender 110 with the same engine and similar spec for similar money? Or how about a near-new (last-generation) Range Rover, which would also be a similar price?
After a week of driving the big Disco, the overall impression was of a car with undoubted competence but little real character. It certainly did everything we needed it to do, and in considerable comfort. But the driving experience was fairly average and the fuel economy was poor. And then there’s the historically poor reliability of the Discovery across all generations.
The off-roading capabilities are certainly overkill for the needs of most households, but you’re paying for them in both the price of the car and the additional running costs every month. If your driving circumstances involve travelling a fair distance off-road, then a Land Rover Discovery would be a great all-round vehicle. But if you never venture any further off the tarmac than a National Trust car park or well-maintained campsite, there are more suitable alternatives available.
Similar cars
If you’re looking at the Land Rover Discovery, you might also be interested in these alternatives
Alfa Romeo has announced that its Guilia, Tonale and Stelvio models are now available with a limited-run ‘Tributo Italiano’ trim, which the brand says pays homage to its Italian origins.
These ‘Tributo Italiano’ editions are positioned at the top of their respective model ranges, and offer a few cosmetic alterations over range-topping ‘Veloce’ and ‘Competizione’ trims. Three exclusive exterior body colours are available, which as you might have already guessed, follow the colour scheme of the Italian flag. The roof and wing mirrors are instead finished in black.
Alfa Romeo has made other exterior alterations, but they are more subtle, starting with the black grille surrounds, which are chrome on standard models. Behind the alloy wheels (19-inch on the Giulia, 20-inch on the Tonale and 21-inch on the Stelvio) ‘Tributo Italiano’ models also get red Brembo brake callipers.
There are more cosmetic tweaks unique to the Tonale version, including body-coloured bumper cladding from front to back that is usually black. Chrome-plated twin exhaust tailpipes also feature on the ‘Q4’ plug-in hybrid variant.
Inside, sports seats are trimmed in black perforated leather with red accents, and the headrests are embroidered with the brand’s logo and ‘Tributo Italiano’ lettering. Red stitching also appears on the dashboard, seats and door panels.
Again focusing on the Tonale, Alfa adds that the Tonale ‘Tributo Italiano’ also comes with a new carbon design dashboard fascia, with the Alfa Romeo logo and ambient lighting.
Prices for this limited edition trim now start at over £45k for the Tonale variant, around £48k for the Giulia version, and £54k for the Stelvio ‘Tributo Italiano’.
Yet another addition to Volvo’s expanding global electric range, the Swedish manufacturer has unveiled its EM90 – an upmarket people carrier that aims to provide a “comfortable living room experience” and an impressive battery range.
Following on from Volvo’s unveiling of its compact EX30 and large EX90 SUVs earlier this year, the EM90 is targeted at customers looking for even more interior space, as it is around 20 centimetres longer than its EX90 SUV sibling. That said, this people carrier will offer seating for six at launch, while the EX90 is a seven-seater as standard.
Set to rival the likes of the recently-launched Lexus LM petrol-hybrid and the electric Mercedes-Benz EQV, this Volvo shares its foundations with the 009 MPV from related Chinese brand Zeekr, but with different interior and exterior styling that takes several design cues from Volvo’s other electric models, including the brand’s ‘Thor’s Hammer’ headlight design.
The people carrier makes use of a large 116kWh battery, which reportedly provides a range of 458 miles on a single charge. This battery unit can be charged from 10-80% capacity in less than 30 minutes. The car’s power comes from a 265hp electric motor mounted on the rear axle, which takes the EM90 from 0-62mph in 8.3 seconds.
By comparison, the older Mercedes-Benz EQV can muster 190 miles on a full battery, though it does use a smaller 90kWh battery. A bigger battery usually means more weight, and the EM90 is no exception, weighing in at over 2,700kg. That’s 200kg more than the EQV and around 1,000kg more than an average hatchback.
Volvo remarks that the people carrier is aimed at those looking for a “spacious, versatile and comfortable premium experience on the move”, and to that end the EM90 is equipped with “top-notch sound isolation and road noise cancellation technology”, air suspension and what Volvo calls ‘silent’ tyres.
In the cabin area, the middle row comprises of two armchair-style lounge seats which can slide forwards and backwards, recline and are heated and ventilated. The third row has two more conventional seats. The middle seats come with folding tray tables and control panels for the climate control and other settings, and a 15-inch screen folds down from the ceiling that can stream media, mirror your smartphone and take online video calls.
Volvo says that the car’s voice assistant, “can turn the interior of the EM90 into a theatre, a meeting room or a bedroom for the rear seats”, with “screens, seats, windows, air-conditioner and lighting all adjusting accordingly” with one voice prompt.
In the front, the people carrier gets a similar minimalist dashboard design to that of the EX30 and EX90, with a 15-inch infotainment screen in the centre and a digital instrument cluster behind the steering wheel. Volvo has kept physical button controls to a minimum – these installed on the steering column and centre console.
So, is it coming to the UK? As of yet, we don’t know for sure. Volvo admits that its EM90 has been primarily designed for the Chinese market, where the demand for people carrier options is on the rise instead of falling, and says that it will “look into the demand of MPVs around the world before launching in other markets”.
You can see why Portugal is such a popular tourist destination for UK and other European travellers. Sitting proudly in the southern part of Europe, Portugal has a lot to offer: great coastlines, fine weather, exciting cities and excellent cuisine.
If you like city life, capital Lisbon or Porto are exciting destinations while, if the sea is more of a pull, the Faro district and Algarve on the Atlantic Ocean offer much to visitors. There’s a rich history here and architecture, ancient villages and a vibrant culture all help to make Portugal a country well worth experiencing.
It’s a bit of a drive to get there – from the UK you must go through France and Spain by road, but it’s certainly achievable. But even if you fly in and then hire a car, driving around Portugal, with its open roads and friendly people, is a pleasure.
But you’ll need some careful planning if you do intend to drive in the country. The UK has a good relationship with Portugal and the Portuguese, but driving in their country is a completely different experience from doing so in Britain. For a start, they drive on a different side of the road.
Planning a driving holiday there, or flying in to take a hire car, requires forethought and a good understanding of what you can and can’t do while motoring on Portugal’s roads.
Here The Car Expert looks at the most important elements to consider when planning to take a car to Portugal or hiring one there. We’ve included a handy checklist too. As each journey is unique, always check that you have everything covered for your particular visit.
Basic rules for driving in Portugal
You must be 18 years or over and hold a full valid driving licence to drive in Portugal. A regular licence card will be sufficient, as the paper counterpart is no longer a requirement. You won’t need an international driving permit either. Some countries expect you to have this document – basically a translation of your UK licence – but although it’s recognised in Portugal, it’s not a legal requirement.
What you will need to stay on the right side of the law though, is proof that you have insurance cover for your vehicle (although you don’t need a European ‘green card’ any more). And you should carry with you documents that show the identity of the car, such as a V5 registration document or ‘logbook’.
Always carry your personal ID or passport with you everywhere, and if your car is more than three years old and has an MOT certificate, take that too. Ensure that the vehicle is fully taxed in the UK before travelling.
The vehicle’s ‘home country’ must be shown on it and for British cars that’s a ‘UK’ sticker or badge. The old ‘GB’ is no longer accepted in Europe, and neither are country badges incorporating the English, Scottish or Welsh flags.
You can have the ‘UK’ letters incorporated into your front and rear number plates or buy small ‘UK’ stickers to fix to the plates and these are acceptable in Portugal. If you prefer, a single ‘UK’ sticker or magnetic badge on the rear of the car would also be permitted.
Speed limits
As with most countries in Europe, Portugal uses the metric system for speed and distance, so all its road direction signs are shown in kilometres rather than miles, and speed limits are shown in km/h (kilometres per hour) not mph (miles per hour).
Special speed restrictions apply in certain areas for motorhomes and vehicles towing trailers so keep an eye out for these or check before you travel but, in general terms the speed limits are quite straightforward.
In built-up areas the limit is 50km\h (just over 30mph). Out of town this rises to 90-100km/h (55-62mph) and is indicated by local road signs. The 100km\h limit is usually for dual carriageway routes. Portuguese motorways have a flat 120km/h (75mph) limit.
Speeding fines can be expensive if you are caught going seriously over the limit. It also depends on the type of road you are driving on. Penalties start at €60 to €300 for speeding at less than 20km/h above the limit. For 40km/h over it’s up to €600 and if you’re caught at more than 60km/h over the speed limit in a built-up area, the fine could be as high as €2,500.
Portuguese authorities use radar speed cameras and unmarked vehicles – often hidden away or lurking on motorway bridges – to catch offenders. Police speed traps are known locally as ‘Caça a Multa’ which literally means ‘fine hunting’, so the best advice is to make sure you’re not the one being ‘hunted’.
In-car devices that show the location of mobile police speed cameras are not permitted – fines can reach more than 2000 Euro if you’re caught using one. However, you will often see official signs showing that police speed equipment is being used in the area, as a form of warning.
Blood alcohol limits
We don’t condone any kind of drinking before you get behind the wheel, but it’s important to know what the drink-drive limit is. As with most of Europe, in Portugal the maximum level of alcohol in the blood (Blood Alcohol Content) permitted is 0.5 grams per litre (also expressed as 0.05%). For commercial vehicle drivers it’s lower: 0.2g/l (0.02%), and that’s the same for new drivers with less than three years’ experience. By comparison, it’s 0.8 g/l (0.08%) in England and Wales, and 0.5 g/l (0.05%) in Scotland.
Police can randomly ask for a breath test to be carried out if they suspect you are under the influence of alcohol. You will almost certainly be asked to provide a sample if you’re involved in any kind of collision. You can refuse the breath test but you will be taken to a police station for a blood test instead.
Police can confiscate your vehicle for several reasons including failing an alcohol breath test, not having vehicle registration documents, having forged number plates or refusing to pay a fine.
Parking regulations
Be careful where you pull up and park to ensure you don’t break any local rules. You must leave your vehicle facing in the direction of travel, unless signs tell you otherwise. When parking in built-up areas ensure your car is not within five metres of a junction or blind bend, within three metres of a tram stop, on a pedestrian crossing, opposite a building entrance or on a taxi rank.
Elsewhere, avoid parking at night on a carriageway, on a bridge, a level crossing, in a tunnel, or anywhere else where visibility is restricted. And stay at least 20 metres away from junctions and intersections.
Portugal’s main towns and cities such as Faro, Lisbon and Porto operate ticket machines for parking – each one will have its own instructions so check carefully. If the police don’t like your choice of parking space you could be clamped or even towed away. And you won’t see your car again until you pay a fine plus costs involved with the towing and impounding.
What to carry in the car
Portuguese police will expect you to have in your vehicle a reflective jacket for anyone who gets out of the car and stands on the carriageway. A warning triangle for breakdowns is not compulsory for foreign vehicles although it is recommended as a safety precaution.
Headlamps must be set so that they don’t dazzle oncoming traffic. This can be adjusted manually in some cars while, for others, you can fit headlamp beam deflectors. You don’t have to carry spare lightbulbs but it’s still a good idea, as are a first aid kit and fire extinguisher, both of which are well worth considering.
Much of this equipment can be found in useful ‘European driving kits’, sold by specialist suppliers such as motoring organisations for around £25.
Seatbelts
Seatbelt laws are the same as in the UK: if your car has them, front and rear, they must be worn. Make sure everyone is buckled up as there are fines of up to €600 for failing to wear a belt. Children who are under 12 years and less than 150cm in height must be carried in a proper child seat or restraint.
If you are planning on carrying a child in a rear-facing restraint on the front seat, the passenger airbag must be switched off.
Driving
Keep to the right-hand lane as much as possible but if you are overtaking, do so on the left. If you are being overtaken, move over as far as possible to the right and don’t start accelerating.
If you see a tram unloading people, be prepared to stop – you can’t pass one unless there is a boarding island for passengers. If that’s the case, move past slowly and carefully. Don’t enter any junction or crossroads if you don’t think you can get through without obstructing traffic.
There are plenty of narrow streets in Portuguese towns and villages and, if you’re the closest to a ‘pull-in’ place, you will be expected to do so, even if it means reversing. On a hill, the vehicle going up should give way to the one coming down. Always give way to an emergency vehicle, or a military one.
Horns are not especially welcome in Portugal and should be used only if absolutely necessary. Far better to flash your lights instead to warn of your presence. Using a horn is not permitted during the hours of darkness except in an emergency.
Portugal’s traffic lights are red, amber and green like the UK’s, but there is no amber after the red ‘stop’ signal. A flashing red signal will be seen near level crossings to warn of approaching trains.
You cannot use a mobile phone while driving in Portugal, even if it has a hands-free option. It’s illegal to carry cycles on the back of a car.
Cars towing a caravan must not jointly exceed 18.75 metres in length, 4 metres in height and 2.55 metres in width. Make sure your rear-view wing mirrors are wide enough to see clearly behind you. No load should exceed 10 tonnes at any axle.
Toll roads
As with many European countries, you must pay a toll to use the motorways. Most will take cash or a card while on many M-ways there’s the option of the Via Verde system which has an electronic reader attached to the car’s windscreen to automatically register your usage. Approaching special Via Verde lanes, you will see a ‘Portagem Peage’ sign.
There is also a system called ‘EasyToll’ which allows foreign visitors to register their vehicle details and credit card number so that automatic payment can be made. It’s convenient and easy to sign up for: (www.portugaltolls.com).
There is a good range of service areas on Portuguese motorways and from these you can buy unleaded and diesel fuel and make use of electric vehicle (EV) charging points. Some larger towns have automatic fuel pumps.
Emergency assistance in Portugal
Portugal’s motorways have emergency phones sited at 2km intervals. You can also call 112 (the European emergency number) from your own phone and make contact with services such as fire, ambulance or police, 24 hours a day. They will speak English as well as a number of other European languages.
The Kia EV9 is a large upmarket seven-seat SUV, and Kia’s flagship all-electric model, which became available to order in the UK in Autumn 2023.
A similar size to the latest Range Rover, the EV9 is Kia’s largest model and can comfortably accommodate seven adult occupants – a fact that will appeal to many British buyers. That said, the EV9 is also Kia’s most expensive model ever.
Carbuyer‘s Andy Goodwin points out that other large premium SUVs at this price point have a higher quality interior fit and finish, and for those who are expecting the switch to electric power to lead to future savings, Richard Ingram of Auto Express warns that “poor efficiency means this EV9 won’t cost peanuts to run.”
However, other outlets argue that the SUV is truly impressive and justifies its price tag in other ways. The Driving Electric team praises the EV9’s “strong electric range” and “seemingly endless standard equipment list”, while Top Gear‘s Ollie Kew concludes that the SUV “feels tough enough for everyday family life, feature-stuffed enough to be future-proof, and packing enough range and performance to justify a price that would’ve seemed laughable for a Kia – or any Korean car – a decade ago.”
Our own editor at The Car Expert, Stuart Masson, said: “The Kia EV9 is an excellent car. If you’re looking at spending around £60-80K on a large SUV, and you’re comfortable with it being an EV, you’ll struggle to find a better choice than the Kia EV9.”
As of July 2025, the Kia EV9 holds a New Car Expert Rating of A, with a score of 79%. It scores top marks for its strong media reviews, five-star Euro NCAP safety rating, zero tailpipe emissions and seven-year new car warranty, but its overall score is dragged down slightly by running costs that are only average.
Interior quality doesn’t match similarly-priced rivals
Expensive, base price and up
Slightly firm ride comfort
Fiddly touch-sensitive controls
Key specifications
Body style: Large SUV Engines:electric, battery-powered Price:From £64,995 on-road
Launched: Autumn 2019 Last updated: N/A Replacement due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“The Kia EV9 is an excellent car. If you’re looking at spending around £60-80K (or maybe more) on a large SUV, and you’re comfortable with it being an EV – which is obviously still a limiting factor for some customers – then you’ll struggle to find a better choice than the Kia EV9.”
Model reviewed: EV9 Air Score: 8.4 / 10 “We liked the Kia EV9 when we tried the top-spec model but for those who don’t need as much power or four-wheel-drive the new entry-level Air model makes a lot of sense – and it’s significantly cheaper…” Author: Andrew Charman Read review
Auto Express
Model reviewed: Range overview Score: 9 / 10 “The seven-seat layout features plenty of room in all three rows, while the fit and finish is befitting of the car’s price, which makes it the most expensive Kia ever sold in the UK. There are a few minor issues with the Kia EV9, but they’re not big enough to stop it being on your shortlist if you’re looking for a premium family SUV.” Author: Alex Ingram, Max Adams Read review
Auto Trader
Model reviewed: GT-Line S Score: 9 / 10 “A credible seven-seater electric SUV, the Kia EV9 is quite literally a big deal as the brand pushes into premium territory.” Author: Dan Trent Read review
Car
Model reviewed: Range overview Score: 8 / 10 “As you’d expect from Kia, the EV9 does everything to make a stressed parent’s life easier with the sort of functionality and ease of use that doesn’t write headlines but does make surviving screaming children that little bit less stressful. But those wanting excitement will need to look elsewhere.” Author: Keith Adams Read review
Carbuyer
Model reviewed: Range overview Score: 9 / 10 “Kia has taken on premium manufacturers with the EV9 and produced an impressive seven-seat electric SUV that’s a superb family car.” Author: Andy Goodwin, Charlie Harvey Read review
Driving Electric
Model reviewed: Range overview Score: 10 / 10 “As posh as it is palatial, the Kia EV9 sets a new standard for large mainstream SUVs while offering a strong and accurate electric range to boot.” Author: Tom Jervis Read review
Electrifying.com
Model reviewed: Single-motor Air Score: 9 / 10 “We really like the Kia EV9. It’s so hugely practical and spacious, and by the standards of big electric SUVs it’s also great value. Well, to be more precise, it’s in a class of its own. The Air is our favourite of the lot given the cost savings, too; it’s definitely the one to go for provided you’re not worried about icy conditions or red-light races.” Author: Vicky Parrott Read review
Model reviewed: Range overview Score: 9 / 10 “The new EV9 takes Kia into some uncharted territory with a very high price for the top versions. But it has the style, technology, quality and dynamics to take on the best prestige brands.” Author: Ginny Buckley Read review
Evo
Model reviewed: GT-Line S Score: 7 / 10 “The all-electric Kia EV9 is an impressively refined SUV offering, with comfort and technology in abundance.” Author: Sam Jenkins Read review
Green Car Guide
Model reviewed: Single motor Air Score: 10 / 10 “The Kia EV9 ‘Air’ is a rear-wheel drive variant of the electric seven-seat SUV, offering a driving range of up to 349 miles and a very comfortable and refined driving experience.” Author: Paul Clarke Read review
Model reviewed: GT-Line S Score: 10 / 10 “The Kia EV9 is an all-electric six or seven-seater SUV that offers an extremely refined and premium driving experience, as well as having head-turning styling – Kia continues to be on a roll.” Author: Paul Clarke Read review
Heycar
Model reviewed: Range overview Score: 9 / 10 “The Kia EV9 is the flagship electric car for the South Korean firm. It’s the most expensive Kia on the market, but you do get an awful lot for your money, plus it looks fantastic.” Author: John McCann Read review
Honest John
Model reviewed: Range overview Score: 8 / 10 “With space, style and a heap of kit included as standard, the Kia EV9 is a fantastic all-rounder. The flexibility of seven seats will be a boost for busier families, but you’re going to have to pay for all the practicality.” Read review
Parkers
Model reviewed: Range overview Score: 9 / 10 “It’s a great solution for large families. The EV9 does everything to make a stressed parent’s life easier by offering loads of space, acres of storage and enough clever extras to make Skoda blush, such as intelligently placed charging sockets in the front seat backs and hidden sun blinds in the rear door cards.” Author: Keith Adams Read review
Regit
Model reviewed: Range overview Score: 8 / 10 “The Kia EV9 is a very tempting buy that offers something different. It is phenomenally practical, has super-quick charging speeds and impressive range and is superbly well-equipped – even at entry level. And that last bit is why we’d likely stick to the base model – the Air trim – unless you need (or really want) the extra power or all-wheel drive.” Author: Tim Barnes-Clay Read review
The Sun
Model reviewed: Range overview “I’m going to call it now. The Kia EV9 is going to win many awards from the glossy car mags in the coming months and is a hot contender for 2024 World Car of the Year.” Author: Rob Gill Read review
The Sunday Times
Model reviewed: GT-Line S Score: 9 / 10 “The Kia EV9 is a car that I couldn’t even conceive of just over a decade ago and breaks new ground for the car market. One that adds to a tiny but important and growing niche of large, seven-seat SUVs. One that is fun to drive, full of tech and reassuringly safe. And one so polished that it will be keeping CEOs of more luxurious brands up at night.” Author: Will Dron Read review
The Telegraph
Model reviewed: Single-motor Air Score: 8 / 10 “Usually with EVs, the simplest, least complicated version is the one to have. That isn’t the case here – the four-wheel-drive car feels the most special. And the Kia EV9 feels special enough that it just might work in the Home Counties. Lined up in a row of “normal” cars, it looks like it’s just landed from Planet Zog; inside, too, it feels cool and exciting, enough that it might just win over badge-conscious waverers. Look out, Land Rover. Kia is on your turf and is coming to steal your chips. Author: Alex Robbins Read review
Model reviewed: Range overview Score: 8 / 10 “This large, long-range electric seven-seater is hardly affordable, but it does undercut the limited alternative seven-seat electric SUVs.” Author: Andrew English Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “A £75k Kia? Yes, the world’s arrived here, but the EV9 does plenty to justify a once-fanciful price.”
Author: Ollie Kew Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of July 2025, the Kia EV9 has not been assessed by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the EV9 is likely to score very highly in Green NCAP testing if and when it takes place. Check back again soon.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
322 miles
A
Electrical efficiency
Average
Score
Variation
Score
EV models
3.2 m/KWh
E
Insurance group
Average
Score
Variation
Score
All models
49
E
Service and maintenance
Cost
Score
Year 1
£345
C
Year 2
£668
C
Year 3
£1,065
B
Year 4
£1,328
C
Year 5
£1,623
B
Overall
£5,029
B
The Kia EV9 is not a particularly cheap EV to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Electrical efficiency (the EV equivalent of miles per gallon in a petrol or diesel car) is poor, although that’s not surprising for a huge, seven-seat SUV. Similarly sized diesel SUVs also score very poorly on fuel consumption, so the EV9 will still be cheaper to run than one of those.
Insurance is likely to expensive, but servicing costs are not bad for a car of this price and sophistication – again, it’s more than competitive against similar vehicles from other brands.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of July 2025, we don’t have enough reliability data on the Kia EV9 to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using extended warranty data from our partner, MotorEasy. As soon as we have sufficient data on the EV9, we’ll publish the score here.
Warranty rating
New car warranty information for the Kia EV9
Overall rating
D
31%
Petrol or diesel models
E
17%
Electric or hybrid models
C
56%
New car warranty duration
3 years
New car warranty mileage
60,000 miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Kia’s new car warranty is one of the best in the new car market, and better than pretty much any rival brands in a similar price bracket to the EV9.
The duration is seven years, with a limit of 100,000 miles. This is good news for both new and used car buyers, as it helps the residual value of the EV9 for new car buyers when they come to sell the car, and it gives near-new car buyers confidence that they are covered for years to come.
In addition to the overall new car warranty, battery components are covered by a separate eight-year/100,000-mile warranty. This is pretty much standard for all new EVs on sale in the UK, but it’s an extra reassurance that petrol and diesel cars don’t get.
As of July 2025, we are not aware of any DVSA vehicle safety recalls affecting the Kia EV9. However, this information is updated very regularly so this may have changed.
If you own a Kia EV9, you can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local Kia dealer.
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Volkswagen has announced that it has made several alterations to its ID.4 SUV and ID.5 coupé-SUV models, including an infotainment upgrade, battery improvements and a new optional sound system.
The mid-sized electric SUV market is incredibly competitive at the moment, and with newer models like the Nissan Ariya, Toyota bZ4X and the updated Audi Q4 e-tron now challenging for EV sales, Volkswagen has given its competing ID.4 and ID.5 model lines a few bits of new tech in the hopes of giving them the edge over their rivals.
To start, Volkswagen says it has improved the battery power and range in both cars, using a new drive unit developed for the larger ID.7 saloon which is now available to order here in the UK. The upgrade means that the ID.4 and ID.5 now have an output of 286hp, and you should feel the difference when you put your foot down, as the brand says that this change adds 75% more torque, jumping from 310 to 545Nm.
Volkswagen adds that the new power unit ups the ID.4’s battery range by an additional 11 miles – now a 337-mile maximum on a single charge. The slightly more aerodynamic ID.5 can muster a reported 339 miles on a full battery – 12 miles more than the pre-facelift version. Charging speeds have also been improved, as new models will be able to charge at up to 175kW, instead of the previous 135kW limit.
The most noticeable change, however, can be found inside – a larger 13-inch infotainment screen in the middle of the dashboard, with illuminated slider controls for cabin temperature. To make room for the larger screen, Volkswagen’s engineers have moved the drive selector onto the steering column, like on the ID.7.
Volkswagen has taken some flack for its infotainment voice assistant feature in the past, and says that this model refresh makes the software respond more precisely to natural voice commands and offers new functions, now allowing you to ask about weather information, sports event scores or stock market prices.
Finally, the brand’s optional ‘Digital Sound Package’ has been replaced by a ten-speaker Harman Kardon sound system which is only available as an optional extra for rear-wheel-drive ‘Pro’ and high-power GTX versions here in the UK. There is a new exterior colour option too – a ‘Costa Azul’ metallic blue.
That sums up this fairly minor model line refresh – prices for the ID.4 now begin at just over £46k, while an entry-level ID.5 model now costs just under £51k new.
Trying to pick the best new car of the year causes endless arguments among motoring journalists – every single year. Every automotive title has its own ideas about how such a title should be awarded, based on their own criteria.
Every car reviewer is a human being with their own ideas and their own preferences. Every car review is one person’s (or one group of people’s) opinion of how good or bad a car is. If you’re only relying on one source, you’re not getting the full picture.
Our approach at The Car Expert is simple. Using the power of our exclusive Expert Rating Index, we’ve tracked new car reviews from 35 of the UK’s leading motoring websites over the last 12 months and compiled all of the scores awarded to each new model. All of those scores are fed into our sophisticated algorithm that accounts for the various different scoring system that the different websites and magazines use. And we’ll use that data to produce our awards for the very best new cars you can buy.
There are a couple of changes to this year’s awards worth mentioning. One is that we’ve dropped the Euro NCAP requirement (see below) as not enough cars were tested this year. We’d have preferred not to, but we wouldn’t have had enough cars eligible to make the awards worthwhile.
The second is that we’ve dated the awards to reflect the coming year rather than the year just ending. This caused some internal debate, but ultimately marketing benefits won out over strict technical accuracy…
We’ll be revealing the winners, including our overall Car of the Year 2024 title, at 10am on Monday 4 December.
Best new cars and class champions
The new models certainly grab all of the attention from the motoring media, but that doesn’t necessarily mean that they’re better than what’s already available.
In each of our award categories, we recognise not just the best model launched in the last 12 months but also the top-ranked cars overall. In some cases, a new model has jumped straight to the top of the pile while, in others, an existing car is still top dog.
To help our readers appreciate the relative quality of the best newcomers, we’ve come up with Best New Models and Class Champions for each category. And, recognising the rapid growth of electric cars against the decline of petrol and diesel versions, we have separate class champion recognition for the very best electric and internal combustion cars.
Eligibility
A new model is a car that has arrived in the UK in the last 12 months – which means cars on the road and registered, not just announced or available to order but arriving sometime next year. You should be able to pop down to your local dealer and see any of our award winners in the metal – and buy on one the spot.
In previous years, we have insisted that all winners must have a current, valid Euro NCAP safety rating of at least four stars. Unfortunately, we’ve had to remove that requirement for this year because there simply haven’t been enough new cars rated by Euro NCAP by the time our entries closed.
Last year, the safety organisation tested 66 different new cars. This year, it’s only six (although another six or so will be tested after our deadline has passed). That means that most of the new cars launched this year would be ineligible.
A few cars were ineligible last year because they hadn’t been tested, but have since received a complying Euro NCAP score so they included in this year’s awards. Assuming that there are a suitable number of ratings published next year by Euro NCAP, we anticipate this requirement will return for next year’s awards.
The class of 2023
Here, in alphabetical order, are the cars that are eligible for The Car Expert Awards 2024. An asterisk denotes a car that was launched in 2022 but only received a Euro NCAP score in 2023, so it was ineligible for last year’s awards.
Make and model: Mazda MX-30 R-EV Description: Range-extender version of Mazda’s first electric SUV Price range: £31,250 – £35,550
Mazda says: “The perfect solution for customers who want an electric car for everyday use but the flexibility to undertake longer journeys without reliance on charging infrastructure.”
We say: Looks good and is fun to drive, but removing range anxiety brings other compromises. A car of limited appeal.
Mazda launched its first electric vehicle, the MX-30 SUV, in 2020 and as is typical of this brand went a different route to everyone else, targeting light weight and a better driving experience over outright range.
Generally the car has been well received, holding an Expert Rating of 61% as of November 2023, but the most significant criticism has been its poor battery range. Mazda says 124 miles is more than adequate for most buyers who won’t travel any further on a daily basis.
Potential customers, however, seem to have disagreed and the MX-30 is a rare sight on UK streets. Now, however the brand has provided another answer for critics of its range, by adding a petrol engine to its electric vehicle!
What’s new about this car?
This new variant of the Mazda MX-30 has only one new feature to speak of, but it’s a very significant one. The R-EV is not a purely battery-powered electric vehicle but a form of plug-in hybrid with a petrol engine added to the car. The ‘R’ in the title stands for Range Extender, and we explain what that means in more detail further below.
It’s still an electric vehicle in principle, since only the electric motor is used to drive the wheels. The petrol engine (and it’s no ordinary petrol engine) works as a generator to charge the battery when it runs out of electricity. This boosts the car’s potential driving range to nearly 400 miles.
How does it look?
The MX-30 scores in the visual stakes, with a coupe-like profile that is very far removed from a typical somewhat boxy SUV. All part, so we’re told, of creating a look that reinforces the fun-to-drive aspect. It’s even more aggressively raked than most so-called ‘coupé SUVs’, which is what the car’s designers were aiming for.
The biggest visual feature is the combination of a lack of central pillars and a pair of rear-hinged doors for back-seat passengers. That helps with the sleek looks, but it significantly impacts on the MX-30’s practicality as a family car.
You can’t open the rear doors without opening the fronts first, which will be endlessly irritating for owners who regularly have passengers jumping in and out of the rear seats. The rear-hinging design should mean very easy entry and exit of the car when the doors are open, but it doesn’t quite work out that way in practice.
We like: One of the sleekest looking SUVs around We don’t like: Rear-hinged doors that can’t open before fronts
What are the specs like?
In terms of specification, the RE-V version of the Mazda MX-30 almost entirely replicates that of the all-electric models. So there are three trim levels, but they have been given snappy new names which the pure EV range has also adopted.
Now we have Prime-Line, Exclusive Line and Makoto – there was a limited edition launch model called Edition R but this sold out soon after it was announced. There’s no price penalty between BE-V or R-EV – both start at just over £31K, though unless you choose a white car you’ll be paying between £550 and £1,800 for one of the six exterior paint options.
Mazda has always been known for extensive standard equipment and all models include items formerly regarded as upper-level desirables, such as adaptive cruise control and a head-up display. Front and rear parking sensors and a reversing camera are fitted to all versions, as are navigation, Apple CarPlay and Android Auto smartphone capability and an extensive selection of active safety aids. These earned the MX-30 a five-star Euro NCAP safety rating when it was tested in 2020, a score which has been extended to the new R-EV version as well.
Exclusive-Line adds £1,900 to the cost and this pays for posher alloys and exterior detailing, heated front seats and power adjustment in multiple directions on the driver’s, and smart keyless entry.
Finally there is the top-level Makoto, costing from £35.5K and gaining a powered tilting and sliding sunroof, 360-degree view monitor, an uprated Bose sound system with 12 speakers, de-icing on the wipers and heating on the steering wheel, and additional active safety aids.
There is one additional and useful feature on the Makoto that the all-electric versions don’t have – ‘Vehicle to Load’. A three-pin plug socket is fitted allowing one to use the car’s battery energy to power a separate electric appliance, such as a lighting system or cooker whilst camping. If the battery becomes depleted while in use for this, the engine will cut in to recharge it just as it does when on the road.
We like: Amount of equipment including strong safety package We don’t like: Very limited body colour choice without paying more
What’s it like inside?
The MX-30 recalls Mazda’s RX-8 sports car made between 2002 and 2012 in the form of its rear-hinged back doors and lack of central pillar. Previous cars built this way have emphasised the way they open up the entire side of the car making it very easy to get in and out.
Sadly this is not the case for rear-seat passengers in the MX-30. Tall people will struggle to get in and, once installed, find themselves with not much room (also much like the RX-8!). It’s not very bright either, thanks to the small coupe-style windows, unless you go for the top-spec Makato model with its standard-fit sunroof.
The front half of the cabin is far more spacious, and the driver will appreciate the sensible layout of the controls and the high-mounted sat-nav screen atop the centre console.
The eco-friendly talking points debuted with the B-EV continue in the new model, including realistic looking artificial leathers and cork trim made out of the waste from bottle-stopper production, recalling Mazda’s earliest days as a cork manufacturer. Mind you, some of the finishes are slightly odd in colour – one appearing a bit like a rust shade – but generally the cabin feels of high quality.
Boot space also takes a hit from the addition of a petrol engine, down to 350 litres (compared to 366 litres in the electric-only MX-30). Other small SUVs offer more.
We like: Quality of fit and finish We don’t like: Cramped rear seat space, reduced boot space
Under the bonnet
First a quick recap – Mazda justified the limited 124-mile range between charges of the full-electric MX-30 by arguing that few people travel a long way on a daily basis. Therefore a more responsive EV with particularly a lighter battery (the MX-30’s battery pack is claimed to be about half the weight of a typical EV’s) will be much more fun to drive and use much lower amounts of rare-earth minerals in its construction.
This view attracted some criticism, which appeared to wash over the designers who responded that the MX-30 is not a car for everyone. But now we have this new plug-in hybrid version, adding a small petrol engine which is only present to generate energy for the battery when needed – said engine has no connection with the wheels.
As you might expect with Mazda, the combustion element is anything but ordinary. Instead it marks the return of the rotary engine technology that the Japanese brand has persisted with for many years – and another connection between the MX-30 and the RX-8 sports car.
Rotary engines are very different beasts to typical petrol units, being naturally small (this one is just 0.8 litres, which is about half the capacity of a conventional engine), light in weight and exceptionally smooth in operation – ideal for this application.
This energy generation is vital as the battery range of the R-EV drops from the 124 miles of the all-electric model to just 53 miles, basically because the battery is much smaller again. This means the MX-30 R-EV is much more like a plug-in hybrid car, even though the mechanics under the bonnet work quite differently.
That range might not sound a lot at all, but again for many owners commuting daily to their place of work and charging overnight it will be perfectly adequate, with the internal combustion backup there if a sudden dash across half the country is required or desired. Mazda’s own research suggests the daily mileage clocked up by users of their cars averages out at around 26 miles a day, while government figures quote average distances travelled of 100 miles a week.
The R-EV also offers a range of driving modes – ‘normal’ sees the car running on electric power until the battery charge drops under a percentage that the driver can set (anything from 20 to 100% charged), at which point the engine will wake up and start recharging.
In ‘Charge’ mode the engine will be alive all the time charging the battery, for such occasions when one needs the car to be electric only, when it can be switched to EV mode. The system is clever too – for example, accelerate hard and the engine will immediately cut in to aid battery power and maintain the swift pace.
One other positive of having a very small battery is that it takes less time to charge. A typical 7kW home charger will provide a full refill in under two hours, while an 11kW charger takes 50 minutes. Unlike many plug-in hybrids, the R-EV also offers DC rapid charging capability, a 36kW charger taking the battery from 20 to 80% in 25 minutes, or in other words a coffee stop…
How does it drive?
When we drove the all-electric MX-30 back in 2021, we were impressed by its driving performance, Mazda’s ‘light weight means better handling’ claim being completely borne out – it felt swift despite a ten-second 0-62mph time, and boasted excellent handling with progress along twisty country roads more akin to a sporty saloon than SUV.
The R-EV does everything its all-electric sister does, just a little bit more rapidly, cutting just over half a second off the 62mph sprint. It retains the cornering prowess, helped by the fact that both versions use the latest version of Mazda’s electronic chassis assistant, which can moves the grip bias from front to rear to better control the G-forces.
Just like the battery variant, the R-EV offers an extensive regenerative braking function, which the driver can adjust using using paddles behind the steering wheel.
There is one major oddity when driving this car, however, the point where the engine wakes up to do its thing. The cut-in is so smooth you don’t feel it, but you do then become aware of a low but mildly irritating constant buzz – because the rotary unit is not connected to the wheels and therefore does not vary in its load, the note never changes…
One more thing – it’s important to plug the R-EV in whenever possible, rather than simply using the engine. Do the latter and, on the evidence of our test drive, you’re looking at fuel economy of less than 40mpg, which is worse than most petrol-powered small SUVs.
We like: Drive modes that make most efficient use of electric power and energy recovery We don’t like: Sound of the range-extender, a not too loud but annoying constant buzz
Verdict
Mazda does not expect the R-EV to take that big a slice of MX-30 sales. The car is a somewhat niche model anyway and the brand insists that, for most owners, the full electric version’s modest range will still be more than sufficient for day-to-day use.
So this is a newcomer for a very specialist audience – those who like the different way that Mazda goes about doing EVs, but who need to travel longer distances on occasion. If this sounds like you, and you don’t need to carry passengers in the back very often, then the MX-30 R-EV could be worth a look.
MX-30 R-EV highlights
Range-extender engine removes any range anxiety
Looks sporty for an SUV
Quality build
Versatile options for charging and using electric power
Model tested: Mazda MX30 RE-V Makoto Price (as tested): £37,700 Powertrain: Single electric motor plus petrol generator Battery: 18 kWh
Power: 170 hp Torque: 260 Nm Top speed: 87 mph Acceleration (0-62mph): 9.1 seconds
Range: 53 miles (battery); 282 miles (petrol back-up) CO2 emissions: 21 g/km Euro NCAP rating:Five stars (November 2020) TCE Expert Rating: Not yet rated (November 2023)
Buy a Mazda MX-30 R-EV
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How long does it take to set up a car manufacturer? Just five years it seems, if you are Aiways, one of the youngest of the ever-expanding list of Chinese brands setting their sights on UK sales.
This is a brand that no UK buyer is likely to have heard of, partly because despite having sold cars in Europe for a couple of years, it’s not planning to put its first product on British roads until late 2023. But it’s also a maker to take note of, particularly the fact that like Chinese rival BYD, Aiways makes its own batteries, and to a patent design.
The company name might raise some eyebrows too, with all the adverse publicity circulating about AI at present, but this is nothing to do with Artificial Intelligence. In Chinese, ‘Ai’ means ‘love’, and the brand’s name is supposed to signify that ‘love is on the way’…
So who or what is Aiways?
Two entrepreneurs, one of them formerly a sales head of Volvo cars in China, founded Aiways in China in 2017. And they did not hang about – this manufacturer has very firm ambitions of joining the global set by “making electric mobility accessible”. In the five years since launch Aiways has built a production plant that can now turn out 300,000 vehicles a year, a research and development centre and a separate factory which produces its own bespoke-design batteries.
Aiways made its European debut in 2019 at the Geneva motor show ahead of expansion into Europe – the company has made one attempt already to launch in the UK, but the Covid pandemic forced it to reset and go again.
When will Aiways launch in the UK?
It’s supposed to happen before the end of 2023, though details of exactly when and how are currently not being released. Given that we’re rapidly running out of days until the end of the year, it’s likely to be 2024 before you see any Aiways cars on UK roads.
Aiways already sells cars in 14 European countries, including France, Germany and Italy, as well as Israel and its home market of China. UK sales won’t be far away – some leasing providers in the British market are already adding the Aiways U5 SUV to their lists.
What models does Aiways have and what else is coming?
The Aiways launch model, and the one leading its expansion into the UK, is a compact crossover simply called the U5 – no quirky model names name-checking disco-loving felines or sea creatures from this brand.
First seen in Europe at the 2019 Geneva motor show, the U5 is powered by a 63kWh battery and offers a range of around 250 miles. Aiways claims that the car is a clean-sheet design, reflecting nothing that has gone before, and the few European testers who have tried it have been impressed by the amount of interior space, particularly legroom. That’s especially for front-seat passengers – Aiways doesn’t feel the need to include a glovebox though a case that clips into the gap in the fascia is on the options list. Generally the U5 has been compared to crossovers produced by fellow Chinese brand MG.
Also coming is a sharper-styled more coupe-like SUV called the – you guessed it, U6. This has a rather more fashion-led interior design and has attracted some initial praise from reviewers.
Aiways U5
Where can I try a Aiways car?
We don’t know yet, because Aiways hasn’t given details of how it intends to sell its cars in the UK market beyond its sales boss suggesting the brand will work “with an established importer”.
If this happens, it will be a somewhat more normal way of doing things compared to Germany where the brand has chosen to have its cars sold by Euronics, the electronics and white goods retailer – fancy going out to buy a washing machine and a new car from the same shop?
What’s particularly significant about this company?
Aiways is one of very few EV manufacturers that makes its own batteries, and this is another brand with its own patent design of battery pack. The packs consist of 24 high-density cells in a sandwich arrangement, separating the wet and dry-cell parts of each battery. This is claimed to be a much safer design, minimising the likelihood of coolant leakage and a resultant fire.
Summary
Predicting how well Aiways will do in an increasingly congested UK market is almost impossible as there are so many questions still to be answered about this precocious youngster of a brand. But it is clear that Aiways is not ‘just another Chinese brand’, its cars displaying novel elements that are also practical, such as the way interior space is freed up (who really keeps anything useful in a glovebox?).
The brand scores on technology too, particularly with its patent in-house battery pack which will also help keep customer delivery times short. Aiways is definitely a manufacturer to watch.
Volvo has expanded its mid-sized XC60 trim line-up with the addition of the ‘Black Edition’ optional package, which changes the SUV’s looks, inside and out.
Rather than being a free-standing trim choice of its own, the ‘Black Edition’ is an optional extra that can be combined with either the mid-range ‘Plus’ or top-spec ‘Ultimate’ trim grades. As you might have guessed, this package finishes the car in black – this optional extra is strictly cosmetic.
In addition to painting the exterior in what the brand calls ‘Onyx Black’, the car’s logo emblems and model lettering are also finished in black, as are the 21-inch alloy wheels. This theme continues inside, with a charcoal-coloured headliner and seating finished in the same shade. Volvo offers two ventilated upholstery options – a partial Nappa leather and textile combo, or full Nappa leather.
Provided you opt for the two top trims, the ‘Black Edition’ trim can be specced with one of three powertrains – a mild-hybrid petrol and two petrol-electric plug-in hybrids.
On sale now, prices for the Volvo XC60 Black Edition start just north of £54k for the ‘Plus’ grade. Volvo adds that there are savings for buyers who order before 27th November, which knocks around £2k off that lead-in price.
The Volvo XC60 currently holds an Expert Rating of 75%, and has been particularly praised for its exterior and interior design, class-leading safety standards and comfort. However, its driving experience is not considered as enjoyable as some rivals.
Mini has revealed its next iteration of its John Cooper Works Countryman ‘hot SUV’, with a more powerful petrol engine, fresh exterior looks based on the new third-generation Countryman range, and an interior overhaul with a larger infotainment screen.
Designed by Mini’s performance-focused John Cooper Works sub-division, this model is the high-power variant of the latest Countryman SUV that was shown off at the Munich motor show in September.
Instead of the 2.0-litre 230hp petrol unit that powers the current JCW Countryman, Mini has decided to opt for a more powerful 2.0-litre engine for this next-generation model, which provides 300hp. This performance boost impacts the 0-62mph sprint time, which decreases from 6.5 seconds to 5.4 seconds.
As you would expect, the JCW has the same broad design strokes and silhouette as the standard Countryman, but with a slightly sportier exterior finish that Mini managing director Stefanie Wurst says exudes “a unique combination of style, power and a sense of adventure.”
In typical JCW style, the model features plenty of red accents, most prominently on the roof, wing mirrors and front bumper air intakes, and the standard model’s dashed grille design is replaced by a chequered pattern finished in matte back to match the bodywork.
Those that eventually take the model for a test drive will also notice that the car is not so ‘mini’ anymore either, as it is six centimetres taller and 13 centimetres longer than its predecessor, which should increase shoulder room and legroom in the cabin. The car sits on 19-inch alloy wheels as standard, but 20-inch alloys are also available.
Only available as an all-wheel drive automatic, Mini says it has focused on giving the JCW Countryman the “go-kart feeling” that has become synonymous with the smaller Mini hatch. The tyre width has been increased by 25 centimetres, presumably to improve traction in high-speed corners, and the car boosts the sound of the engine in the cabin to “enhance the emotional driving experience.”
Like the standard countryman, Mini has given the JCW a new minimalist interior design with a large circular OLED display in the centre of a recycled polyester dashboard.
This screen is customisable, with different display modes to choose from including a ‘personal mode’ which allows you to pick any picture to use as the screen’s background, and the optional projector hidden behind the screen will then pick out the dominant colours and display them across the knitted dash and door panels.
The car’s voice assistant can be used to operate numerous functions, such as navigation, telephone, and entertainment. The boot offers 460 litres of luggage space, which increases to 1,450 litres with the rear seats folded down.
Now on to assistance tech – Mini says that this ‘hot SUV’ comes with 12 sensors and four surround-view cameras that support several driver assistance systems, including blind spot monitoring and a cross-traffic alert, as well as a partially automated driving function that is included in the optional ‘driving assistant professional’ package, that allows the driver to take their hands off the steering wheel on “highway-like routes” at speeds of up to 37mph.
That sums up what we know about the new Mini John Cooper Works Countryman. The manufacturer is yet to announce exactly when the model will become available to order, and further details like UK pricing and full specifications list will be announced in the coming months. Check back soon!
Set to challenge the sales of the BMW i5, Tesla Model 3 and Hyundai Ioniq 6, the new Volkswagen ID.7 saloon is now available to order in the UK in ‘Pro Launch Edition’ guise.
This all-electric model will eventually replace the Arteon saloon and Passat estate in Volkswagen’s range, as a ID.7 Tourer estate variant is also planned. For now, the saloon is available to order only in one introductory 286hp ‘Pro Launch Edition’ trim, which is powered by a 77kWh battery and can reportedly muster a 384-mile range.
A more powerful variant is also on the way next year, the ID.7 ‘Pro S’, which is projected to have a range of about 430 miles thanks to its larger 82kWh battery.
Volkswagen says it has maximised interior space by opting for short overhangs and a long wheelbase. LED lights feature in the front and back, and the car sits on 19-inch alloy wheels. The side and rear windows are made of heat-insulating glass, and the heated wing mirrors are electronically adjustable too.
Inside, the ID.7 introduces Volkswagen’s new “Ready 2 Discover” 15-inch infotainment display, complete with freely assignable favourites buttons and – in response to feedback from customers – illuminated sliders to control cabin temperature. It also comes with the brand’s navigation software installed.
Wireless smartphone charging is included, as is a voice assistant for controlling the phone call and navigation system. This voice assistant can also open the panoramic sunroof, which can be switched between opaque and transparent.
The steering wheel is heated and wrapped in leather, while the heated power-adjustable seating is trimmed in a mircofleece fabric. Ambient cabin lighting, keyless start and entry, three-zone climate control and an auto-dimming rear-view mirror also come as standard.
Pricing for the new electric saloon now starts at under £56k. Customers that order an ID.7 by 2nd January 2024 can get a free Ohme wall charger, or £750 in charging credit from We Charge by Elli – a public charging network owned by Volkswagen.
One of the big issues that is always raised about EVs is a lack of driving range compared to a petrol or diesel car, but are we thinking about this in the wrong way?
It’s no secret – and and a lot of noise gets made about the fact – that EVs will not go as far on a full charge as most ICE (internal combustion engine) cars on a full tank. This has given rise to what’s known as range anxiety – the fear that if you’re driving an EV, you’ll run out of electricity somewhere and be stranded by the side of the road.
We’ve become used to the idea that when we fill up with petrol or diesel, we can expect to drive for around 400 miles (or more than 500 in some diesel models) without having to stop at a petrol station. By comparison, the average battery range for new EVs on sale in the UK is around 240 miles.
But, hang on. Is 400 miles really necessary? It’s unlikely that you would drive for 400 miles – the distance from London to Edinburgh – without taking at least a few several decent breaks or even an overnight stop. In day-to-day driving, running your fuel tank all the way down until the warning light comes on is also a bad idea.
So how much range do we actually need in our cars?
We really don’t drive as far as we think we do
You might be surprised by a few government statistics that show how we really use our cars here in the UK. In fact, the government has an entire page devoted to challenging common misconceptions about EVs (you’ll like this if you like spreadsheets).
Over the nearly 20 years leading up to the Covid-19 pandemic (2002 to 2019), the average car trip made in England in 2019 was consistently about 8.4 miles, according to the Department for Transport. However, over that time, the number of car trips undertaken reduced by about 13%. The average trip distance fell to 5.7 miles in 2021 during the pandemic, and increased back up to 6.2 miles last year, although the number of trips taken is still significantly lower than pre-pandemic.
Data from Wales is older but in line in England, with an average distance of eight miles. Northern Ireland also reports an average car journey of about eight miles. Scotland’s trip distance pre-pandemic was only half that of England, with an average trip distance of only 4.2 miles. Post-pandemic data is not yet available.
In addition to the above, the data reports that the average number of trips taken is less than two a day, which is consistent across the UK. That means the average daily distance travelled is about 15 miles, which works out to less than 100 miles a week.
On top of all that, 99% of all journeys in England are less than 100 miles. Although we don’t have equivalent data for Scotland, Wales and Northern Ireland, they’re unlikely to be significantly different.
When you consider all of this data, it clearly shows that most drivers’ needs can easily be met by an EV without the fear of running out of electricity.
For those travelling further, there are now plenty of models available with a quoted 300-plus mile range, with some models offering 400 miles or even more – so equivalent to a petrol car.
Working out roughly how many miles you drive in a year is a useful exercise before you choose an EV, but it’s also helpful for any car to get your car insurance quote at the right price, or if you’re about to lease a car.
How often would I need to charge?
With each listing for a new or used EV, our Expert Partner Auto Trader presents a ‘How often will I need to charge’ tool which allows you to choose an annual mileage from 4,000 to 30,000 miles and home charging (two or three voltages depending on the car) and public charging (50kw rapid or up to 150kw rapid). It will then estimate how many hours you would have to charge that car each week. Anyone can use it, even if they’re not buying.
Let’s work though some examples. If you drive 100 miles a week (52 weeks is accepted as the average in a year) that’s only 5,200 miles a year. Let’s be generous and take that up to 8,000 (154 miles a week).
As an example of a low-range EV, we input the Honda e city car, which gets a lot of stick for having a claimed range of only 125 miles. The answer is five hours a week on a normal home charger (7kW) or one hour a week on a rapid public charger (50kW).
A new Volvo EX30 Extended Range with a 295-mile claimed range came in at six hours a week (bigger battery to charge) on a fast home charger (7kW) and an hour a week on a 175kW ultra-rapid charger.
However, when it’s cold the range of an EV suffers, as we have explained in this feature. This is well-known and shouldn’t come as a surprise to EV owners – even the manufacturers are up-front about it. With improving technology this will get better, but you will have to charge more often in winter.
Thinking differently about charging
The majority of EV owners to date have a home with off-street parking and a home charger installed. It’s the best-case scenario for EV ownership – you don’t have to make a detour to fill up as you would with a petrol or diesel car because you’re going home anyway. You can plug it in when you get home, leave it alone and find it fully charged the next time you need to go for a drive.
Many such EV owners have never had to use a public charging point. Just imagine never handling a mucky petrol pump or standing in a queue to pay ever again.
For those who don’t have the ability to charge at home, an EV can still be perfectly capable of meeting your needs. It does require a shift in thinking, but it’s not usually a major hassle.
The key difference is that public charging is more expensive than home charging, so choosing where to charge can make a significant difference to your running costs. As a rules, the faster the charger the more it will cost to use.
We might think we need all of the range in petrol or diesel car, but most drivers don’t run the tank down to empty before filling it up again. And plenty of others don’t ever fill the tank, instead choosing to add £20 or £30 at a time. So the reality is that people tend not to fill up with 400 miles of fuel in one go at a petrol station anyway.
It’s not too much of a jump to transfer that idea to an EV: top up the charge while you have parked the car to go and do something you would do anyway. There are more places to do this than there are petrol stations – places like supermarkets, gyms, railway station car parks, cinemas, restaurants, or even pubs. You don’t lose time and the car’s always topped up.
As we explain in this feature, it’s called destination charging. If you have a street charger near your flat/house, you can leave it alone charging in the same way as driveway people can.
Beat the long-distance dread
If you’ve not done one, long trips, especially involving motorways, can seem daunting in an EV. But unless you drive as part of your job, you probably don’t do a long journey (over 100 miles) as often as you might think (and it’s worth noting that many high-mile company car drivers are happily in EVs).
Yes, on occasional long-distance trips you may have to use a charger at a motorway services, but you can anticipate this. We all know not to set off on a motorway trip with a thimble of petrol in the tank: you just shift that thinking to an EV. A bit of planning isn’t difficult using an app such as Zap-Map to see where you could stop, how many chargers there are and whether they are working and available.
Motorway charging isn’t really wasted time. Whatever fuel is powering their car, on a long trip everybody needs a break for safety and for comfort at least every two hours. Given that you’ll probably want to eat something, have a coffee, visit the bathroom or simply stretch your legs, that can easily take 45 minutes to an hour (especially you’re travelling at a busy time).
If you’d have plugged your EV into a fast charger during that time it would likely be back up at 80% or more. Yes, charging at motorway services is the most expensive option, but remember, you’re not going to do this very often, and you’re not being stung on cost any more than the petrol and diesel drivers filing up at the same services at an extortionate premium.
We’re aware that public charging not always perfect; in summer 2023 our editor did a family road trip of 1,000 miles and while he never remotely looked like running out of electricity, there were some hassles. But it’s getting better every day.
If you’re still uneasy about long EV trips and if you’re lucky enough to have two cars in your household, swap one for an EV for day-to-day driving and keep a petrol or diesel car for longer trips. Plenty of people do. You can shift to fully electric in the future when the cars, their ranges and the charging opportunities will only have got better.
And here’s an even more radical thought. A long drive in any car in the UK can be a bit traffic-clogged and a bit miserable. If you don’t have masses of bags for a holiday, why not take the train?
The future is accelerating
EV technology is running at a frantic pace because it has to. Petrol and diesel cars have had over a century to get as good as they are now, but even in the last 20 years EV progress had eclipsed this.
In 2009, the Mitsubishi i-MiEV city car was the first truly mass-market electric car and could manage 80 miles on a full charge, the much larger (with much larger battery) Tesla Model S only arrived in 2012 (300 miles).
Now we can expect a Fiat 500e city car to have an official driving range of 199 miles, but big range still means big batteries in big expensive cars. The Mercedes-Benz EQS, for example, can take you up to 453 miles – but the price starts at more than £100K. However, in summer 2023 Toyota announced that it believed it could make a solid-state battery with a range of 745 miles as early as 2027 and many other manufacturers continue to develop their battery designs.
Mercedes-Benz has announced the pricing for hard-top coupé versions of its new CLE, which is now on sale in the UK. Cabriolet versions are set to arrive in the new year.
The ‘CLE’ nameplate is new. Previously, Mercedes-Benz offered its C-Class and E-Class models in saloon, estate, coupé and cabriolet body styles. The introduction of the CLE range slims down this wide range of models, as Mercedes-Benz ramps up its investment in its all-electric EQ range of cars.
The spiritual successor to the Mercedes-Benz CLK models that were removed from production back in 2010, the CLE replaces the coupé and cabriolet models in the C-Class and E-Class model lines, which are being retired.
The new range is based on the same foundations as the C-Class, and will no doubt be one of the German brand’s last combustion-powered models to debut in the UK. The 2+2 seater CLE is close to 4.9 metres in length, making it longer than the large E-Class coupé and its closest rival, the BMW 4 Series Coupé.
Four trims are on offer, starting with the entry-level ‘AMG Line’ trim. Mercedes’ trim names are a bit confusing – this trim and the grades above aren’t high-power ‘AMG’ versions, this is simply what the brand decided to name these trim grades. Mercedes’ MBUX software setup comes as standard, pairing a 12-inch digital instrument cluster behind the steering wheel with a 12-inch infotainment display on the dashboard.
The lead-in model also comes with ambient lighting and a leather-wrapped steering wheel, as well as several safety tech features such as blind spot monitoring, traffic sign recognition and a reversing camera for parking scenarios.
The ‘AMG Line Premium’ upgrades the car’s LED headlights with the brand’s ‘adaptive high-beam assistance’ tech, and gives the CLE a surround-view parking camera and a panoramic roof. Now reaching towards the top of the range, the ‘AMG Line Premium Plus’ introduces head-up display software which projects driving information onto the lower windscreen, and comes with a higher-quality Burmester speaker system that uses Dolby Atmos.
Key trim level features
Entry-level ‘AMG Line’ (from £46,605)
12-inch infotainment display
12-inch digital instrument cluster
Voice assistant
Wireless smartphone compatibility
18-inch alloy wheels
Automatic climate control
LED headlights
Nappa leather steering wheel
Ambient lighting
Blind spot assistance
Traffic sign recognition
Reversing parking camera
‘AMG Line Premium’ (from £50,355)
All ‘AMG Line’ features that are not replaced
19-inch alloy wheels
Adaptive LED headlights
Keyless start and entry
360-degree parking camera
Panoramic sliding roof
‘AMG Line Premium Plus’ (from £54,355)
All lower trim features that are not replaced
20-inch alloy wheels
Head-up display
17-speaker Burmester sound system
Top-spec ‘Premier Edition’ (from £56,855)
All lower trim features that are not replaced
20-inch alloy wheels in black
Heated steering wheel
Nappa leather upholstery
Finally, the range-topping ‘Premier Edition’ will include all of the prior features, but with a more plush interior, including a heated steering wheel and Nappa leather upholstery.
Buyers who opt for either of the top two trims will be offered the optional ‘driving assistance package plus’ bundle. This includes more intelligent speed limiter tech, evasive steering assistance, and active lane change assistance.
Four different powertrain options are available, including both rear-wheel drive and all-wheel drive configurations, and all come with 48V of mild-hybrid assistance and a nine-speed automatic gearbox.
The range begins with the petrol-powered CLE 200 which makes use of a 198hp 2.0-litre engine. This is followed by the CLE 200d – a 191hp 2.0-litre diesel powertrain. These two are the only other rear-wheel drive choices.
The more expensive two are four-wheel drive. The CLE 300 4MATIC uses the same 2.0-litre petrol engine as the 200, but the 300’s output is boosted to 252hp. Finally, the range-topping engine belongs to the CLE 450 4MATIC – a 381hp 3.0-litre straight-six petrol engine capable of accelerating from 0-62mph in 4.4 seconds, around three seconds faster than the standard model.
Now available, prices for the CLE range start at under £47k, rising to £73k for the CLE 450 4MATIC in ‘Premier Edition’ guise.
Private new car sales continued to struggle in October, a scant 0.3% up on the same month last year, according to latest data published this morning by the Society of Motor Manufacturers and Traders (SMMT).
As cost-of-living pressures and high interest rates continue to squeeze household budgets, consumer new car spending is failing to keep pace with the growth in fleet purchasing. While private new car sales were flat in October, fleet registrations were up by 29%, meaning that the overall new car market was up by 14% on the same month last year.
October is a month that has fluctuated significantly over the last five years, and this year’s overall result is the best since 2017 – well before the Covid-19 pandemic. And that’s despite zero growth in private new car sales, which shows just how strong fleet sales were last month.
New car registrations by buyer type – October
Buyer
October 2023
October 2022
% change
Market share 2023
Market share 2022
Private
62,915
62,738
0.3%
41.0%
46.7%
Fleet
87,479
67,911
28.8%
57.0%
50.6%
Business
3,135
3,695
-15.2%
2.0%
2.8%
Total
153,529
134,344
14.3%
Source: SMMT
Year to date
Buyer
YTD 2023
YTD 2022
% change
Market share 2023
Market share 2022
Private
713,301
701,805
1.6%
44.4%
52.3%
Fleet
854,372
606,952
40.8%
53.2%
45.4%
Business
37,764
33,955
11.2%
2.4%
2.5%
Total
1,605,437
1,342,712
19.6%
Source: SMMT
Consumers still avoiding new EVs
On the surface, it looked like a good month for electric cars, with sales up by 20% over the same month last year. But market share of less than 16% is lower than the year-to-date average, causing headaches for the car industry. Starting in January, they have to sell at least 22% EVs, which means a 40% increase on October’s market share.
The SMMT claims that less than 25% of EV sales this year have been to private buyers. Some quick maths based on the published numbers suggests that this equates to only about 9% of consumers who have bought EVs this year. For fleet buyers, it’s a very different story. Based on fleet customers making up at least 75% of EV sales, that puts EV market share at more than 23% for fleets – already exceeding next year’s targets.
So if car companies want to hit their mandated EV targets for 2024, it’s clear that they need to convince a lot more consumers to switch to electric power.
In the meantime, plug-in hybrid sales continue to creep upwards, a trend that has been developing over the last few months. Whether or not this is from people moving away from diesel (large SUVs are a good example, where there are few EV options but quite a few plug-in hybrids), or from people who are hesitant about going all-in on a switch from petrol to electric power, remains to be seen.
New car registrations by fuel type – October
Fuel
October 2023
October 2022
% change
Market share 2023
Market share 2022
Petrol*
84,451
77,986
8.3%
55.0%
58.0%
Electric
23,943
19,933
20.1%
15.6%
14.8%
Hybrid
19,574
15,712
24.6%
12.7%
11.7%
Plug-in hybrid
14,285
8,900
60.5%
9.3%
6.6%
Diesel*
11,276
11,813
-4.5%
7.3%
8.9%
Total
153,529
134,344
14.3%
*includes mild hybrids Source: SMMT
New car registrations by fuel type – Year to date
Fuel
YTD 2023
YTD 2022
% change
Market share 2023
Market share 2022
Petrol*
905,331
771,271
17.4%
56.4%
57.4%
Electric
262,487
195,547
34.2%
16.3%
14.6%
Hybrid
202,130
158,139
27.8%
12.6%
11.8%
Diesel*
122,211
134,894
-9.4%
7.6%
10.0%
Plug-in hybrid
113,278
82,861
36.7%
7.1%
6.2%
Total
1,605,437
1,342,712
19.6%
*includes mild hybrids Source: SMMT
Good month, bad month
Despite overall market growth of more than 14%, it wasn’t champagne and caviars for car companies in October. Some brands saw significantly less growth than the market average, while others saw sales fall dramatically.
In absolute terms, Tesla had the largest growth. This October, it registered nearly 2,700 new cars. Last October, it registered 11. No, that’s not a typo.
At the other end of the scale, Fiat registered nearly 1,500 fewer cars this October than it did last year – a fall of 57% in a market that was up 14%.
In overall sales, Volkswagen continued to lead the market, just ahead of sister brand Audi. Ford placed third, ahead of BMW and Vauxhall.
Ford Puma locks in sales crown with another month on top
With just two months to run until the end of 2023, the Ford Puma has opened up a commanding lead at the top of the sales charts. Last year’s (and last month’s) best-selling new car, the Nissan Qashqai, had a slow month in October and didn’t even make the top ten.
In fact, the race for second place is very close between the Qashqai and the Vauxhall Corsa, while the Kia Sportage overtook the Tesla Model Y for fourth place. And on a sad final note, the now-discontinued Ford Fiesta has finally slipped off the bottom of the top ten sales charts forever, with the Audi A3 now in tenth place after a strong performance in October.
We’ll have our usual monthly analysis of the top ten tomorrow.
