The compact all-electric (EV) BYD Dolphin hatchback will arrive in the UK towards the end of the year, offering a competitive battery range at an affordable price.
Set to challenge small mainstream EVs from the likes of Peugeot, Kia and Honda, the BYD Dolphin will launch in Europe at the end of 2023 with the aim of “making high-tech electric mobility accessible to more consumers”. It will be the second model from Chinese marque BYD to arrive in Britain, after the Atto 3 SUV.
At 4.3 metres long, the Dolphin is around the same length as the Volkswagen ID.3, though its width is more comparable to supermini-size hatchbacks like the Peugeot e-208.
Three different powertrain setups will be available, depending on the trim chosen. The range begins with the entry-level 50kWh battery and 70kW electric motor pairing, which will be offered with the car’s cheapest ‘Active’ trim. This configuration can muster 95hp and up to 211 miles of battery range on a single charge. Max speed tops out at 93mph.
The ‘Boost’ grade uses the same battery, but a more powerful 130kW electric motor. This combo offers less battery range – 188 miles to be exact – but it is quicker off the line, with an ouput of 176hp.
The top-spec 60kWh battery version is mated to a 204hp 150kW electric motor, and is offered with the range-topping ‘Comfort’ and ‘Design’ grades. This model can reportedly handle up to 265 miles on a full battery, and can complete a 0-62mph sprint in seven seconds flat. Top speed for these models is limited at 100mph.
The ‘Active’ and ‘Boost’ are compatible with 7kW AC and 60 kW DC chargers, while the ‘Comfort’ and ‘Design’ can charge at speeds of up to 11 kW AC and 88 kW DC.
Stepping inside, the Dolphin comes with a floating 12-inch central infotainment screen as standard, and range-topping models also come with a panoramic roof, rear privacy glass and wireless smartphone charging. The boot can hold up to 345 litres of luggage which extends to 1,310 litres with the rear seats folded.
While it doesn’t quite match the interior quality of the larger Atto 3, BYD has aimed to give the Dolphin an upmarket cabin finish, with ergonomic sports seats trimmed in vegan leather, and unique design touches like the “dolphin-shaped” door handles.
The car’s standard safety equipment list is extensive too, including a 360-degree parking camera, adaptive cruise control and lane-keeping assistance, but the key attraction for many customers looking to make the all-electric switch is likely to be the hatchback’s price tag.
UK pricing for the BYD Dolphin starts at under £26k, rising to just under £31k for the top-spec model before options. This means that the hatchback is set to become one of the cheapest EVs on the British market.
By comparison, an entry-level version of the smaller Peugeot e-208 currently costs over £31k, while pricing for the Volkswagen ID.3 starts at £37k.
BYD is yet to confirm the Dolphin’s exact arrival date, but says that the hatchback will go on sale in Europe towards the end of the year. More details, including the full specifications list, are sure to be announced in the coming months.
The Bank of England once again increased the official base rate for borrowing in the UK today, which will have a knock-on effect for interest rates on almost all new finance agreements and some existing agreements.
The base rate was increased by half a percentage point to 5%, which is the thirteenth rate rise in in the last 19 months, and it’s entirely possible that there may be more increases to come. It means that rates are now almost to the point where they were before the 2008 banking crisis (peaking at 5.75%).
The rate rises are in response to ever-increasing inflation and are designed to slow down spending. We’re not going to go into the politics of the situation, as we’re only interested in explaining what it means for you.
Given that most cars are heavily financed, there is naturally a lot of concern from car buyers and car owners about what today’s interest rate increase means for their finance agreements. So here’s what you need to know:
What will higher interest rates mean for car finance customers?
Car finance agreements in the UK are almost always set with a fixed interest rate for the life of the contract. So if your APR (annual percentage rate) when you signed up was 6.9%, then it will remain at 6.9% for the whole agreement.
That also means that your monthly payments won’t change from what you originally signed up for, regardless of whether the Bank of England puts its rate up or down.
However, if you enter into any re-financing agreement with the finance company, that’s actually a new contract so your current interest rate won’t necessarily apply.
If you have signed a contract but haven’t taken delivery of the car
Once you sign a car finance agreement, the rate will be fixed. So if you have already signed your finance contract but are still waiting to collect your car, you shouldn’t be affected.
In theory, a finance company could cancel the agreement and ask you to sign a new one at a higher rate, but in reality they’re unlikely to try it. For any extra income they may get by doing so, it’s probably not worth annoying – and potentially losing – a customer.
If you are currently shopping for a car
If you’ve been shopping around and mulling over finance quotes on a new or used car, you will need to check with the dealership or finance provider that any quote you were given previously is still valid.
For used car finance, interest rates for car finance will start going up immediately. Any quote you were previously given – even if it was just a few days ago – is probably no longer available and you will get a fresh (and probably more expensive) quote.
For new car finance, any written quote you have may still be offered for a very short period of time to help convince you to sign up right now rather than putting it off.
If you are looking to buy a car in coming weeks/months
Any given car is likely to be more expensive to finance tomorrow than it was yesterday. Car finance companies will start to pass on increased interest rates immediately, so if the car remains at the same price then the monthly payments will be higher than what they would have been previously.
For new cars, there may be a small delay (a week or two at best) as car companies will still be trying to get as many cars out the door before the end of the month as they possibly can. Dealers will also use any window of time before rates go up to scare customers into buying a car today “before the rate rise kicks in”.
How much will prices go up?
For most buyers, the latest interest rate hike is likely to only make a new finance agreement a few pounds per month dearer. But this is the thirteenth rate rise in the last 19 months, so rates will now be noticeably higher than they have been at any point in the last decade. If it adds a few pounds a month each time rates go up, it quickly starts to make a noticeable difference.
Combined with cars getting ever-more expensive, chances are high that your next car will cost a chunk more per month than your last car.
What sort of finance agreements does this appy to?
New customers taking out any regulated car finance agreement are likely to be affected. This includes:
Personal loans from your bank or building society will also be affected, although these are usually fixed rate agreements like car finance contracts, so won’t affect existing customers. Credit cards interest rates will go up, too, which will affect both your existing credit card debt and any new purchases you make with your card.
What about leasing?
The rate hike will also affect leasing payments for new customers, including contract hire, salary sacrifice and subscription agreements, although there is less transparency around rates for leasing so it’s not as obvious. Again, this won’t apply to existing contracts and will only affect new contracts signed after today.
These contracts don’t display interest rates as you’re not actually borrowing money to buy a car like you are with a PCP, HP or other types of car finance. However, higher interest rates will affect the companies leasing you the vehicle, so they’ll certainly be passing on any increased costs. So you’ll be hit in exactly the same way, but with less explanation.
Have you recently noticed that your car insurance renewal offer is cheaper than what you are currently paying? This could be due to an increase in your No Claims Bonus.
The longer you drive without making an insurance claim, the bigger this bonus becomes and the greater the discount on your insurance premium will be. So how does that work?
In this article, we breakdown what a No Claims Bonus (NCB) is and why it is important, how insurers calculate this bonus, how you can carry over this bonus when you change insurance provider and what happens to your NCB when you have an accident and have to make a claim.
Let’s start with the basics before moving on to some troubleshooting questions you may have…
Sometimes referred to as a No Claims Discount, this is a discount that is applied to the cost of your car insurance – a ‘reward for good driving’. Essentially, the longer you go without making a repair claim on your insurance policy, the bigger your No Claims Bonus gets, and the more money gets knocked off your annual insurance policy renewal each year.
The idea behind this is to consistently incentivise careful driving, and to deter drivers from making more erratic driving manoeuvres to keep their insurance costs low.
How is it calculated?
It’s pretty simple – your No Claims Bonus is expressed in years, calculating the number of years since you last made a claim on your car insurance. So, if you passed your driving test two years ago, and you have been driving since then without making a car insurance claim, you will have two years of NCB.
What is No Claims Bonus insurance and do I need it?
Now things start to get a bit confusing. When you take out a new insurance policy for your car, your insurer may offer further insurance for protecting your NCB. This protects your accrued NCB in the case that you need to make a claim.
Different insurers have different rules – usually these NCB protection policies are offered to those drivers that have accrued five years of NCB or more, and there will be a maximum number of claims you can make.
So, is it worth it? Well, that depends on you, and how likely it is that you will need to make a claim in the future. Please note that this protection insurance will not prevent your car insurance premiums from increasing over time. Insurers will usually take account of your claims history when calculating the cost of your insurance, and the longer the history, the less favourable it is for you.
I have had an accident and I need to claim on my insurance – what happens to my No Claims Bonus?
If you make a claim under your car insurance policy after the accident, while trying to cover the cost of anything from a small fender-bender to a write-off, you will usually lose some, or all, of your NCB. Essentially, this means that your insurance will be more expensive when you come to renew your policy. However, if the accident was deemed by the insurance company to not be your fault, your NCB is unlikely to be affected.
Will my No Claims Bonus eventually max out?
Yes, each insurance policy has a maximum number of years you can accrue for your NCB, or a maximum percentage for the corresponding discount, but this depends on your policy provider. To check how many No Claims Bonus years your current insurer will honour, you can use this handy NCB tool on the Money Supermarket website.
On average, insurers will set a maximum of five years of NCB, which usually means a maximum discount of around 70%. That said, these terms vary depending on your insurer – Churchill will honour a maximum of four years of NCB with a maximum discount of 80%. while the RAC will honour nine years of NCB, with a maximum discount of 65%.
Some insurers continue to count your NCB years beyond the maximum they set, without increasing the NCB discount. While this seems rather pointless, it is a good thing! Should you get into an accident and need to claim, and you have a few years of claim-free driving beyond your discount limit, you may only lose a few years of NCB without affecting your discount.
I am changing my car insurance provider – does my No Claims Bonus automatically carry over to my new policy?
No – not automatically. You can usually transfer your accrued NCB between insurers, but you will need to provide proof of your NCB to your new insurance provider. This usually means providing a copy of your current policy that shows your current bonus level, or requesting a certificate from your current insurer to confirm it.
Some troubleshooting
How can I find out how many years of no claims bonus I have?
Any letters or emails from your insurer regarding your policy could carry some details about your accrued NCB. The majority of insurers also allow you to log in as a customer on their website to view your policy details. If you don’t have a login or password for this, you can directly contact your policy provider who can give you an up-to-date NCB figure.
My insurance provider offers an Accelerated Bonus Scheme – what’s that?
If you are a young driver or someone who has had their NCB drained by a recent claim, some insurers offer customers with no NCB an ‘Accelerated Bonus Scheme’, which usually awards a year’s NCD after ten months claims-free driving. This means that you can get a discount on your insurance quicker if you are just starting to build your NCB.
I am a named driver on our car insurance policy – I accrue a No Claims Bonus too right?
If you are named as a driver on the car insurance policy, but you are not the policyholder, it is unlikely that you will be able to build up your own NCB. That said, some insurance policies include named driver NCB, but if you’re thinking of switching your insurance at renewal time, check that your new insurer honours your named driver NCB – some do not.
How do I make sure minor claims don’t affect my No Claims Bonus?
If you have a comprehensive car insurance policy, minor claims on things like windscreen cover or car keys cover are unlikely to impact your accrued NCB. It is best to contact your insurance company first to double check.
I have a few years of No Claims Bonus from living overseas – can I transfer this to a UK insurance policy?
Whether you can transfer NCB accrued overseas to a new UK insurance policy really depends on the policy provider. Each insurer has its own list of countries they will accept NCB from, and if your NCB comes from a country not on this list, then unfortunately you’re out of luck.
How does a No Claims Bonus work on multi-car policies?
Multi-car policies usually have multiple policyholders, and each of these policyholders will accrue their own NCB independently. Therefore if policyholder A makes a claim which affects their NCB, this will not impact the NCB of policyholder B who did not make a claim.
Land Rover has given its Range Rover Evoque a small facelift, including an infotainment revamp, a new air purification system, alternate upholstery options and engine line-up alterations.
Rolled out to make the Evoque “even smarter and more sophisticated than its predecessor”, this is the SUV’s first notable update since its 2021 facelift, which also introduced a new infotainment system.
This time around, the Evoque gains a curved 11-inch central touchscreen that protrudes out of the dashboard. Compatible with over-the-air updates and Apple CarPlay/Android Auto, this new system comes with Amazon Alexa voice controls as a built-in feature.
The car’s climate controls are now settings on the infotainment screen, freeing up space where the physical climate controls were to fit a storage cubby with a wireless smartphone charging pad.
Speaking of climate control, the update also includes a more advanced air purifier which the brand hails as “one of the most sophisticated interior air quality technologies in its class”. The system works to reduce the level of allergens and other potentially harmful particles inside the car, and is an optional extra as part of the ‘Comfort’ pack.
The facelift also adds some extra non-leather interior upholstery choices, including the brand’s ‘Kvadrat’ wool blend fabric. Lighter than traditional leather, Land Rover says the material and has undergone extensive in-house durability testing to ensure customers that the material provides longevity and robustness in the years after purchase.
Finally, the Evoque’s engine line-up has had a few revisions. Above the entry-level manual diesel model, all Evoque models are now either mild-hybrids or plug-in hybrids. The range-topping ‘P300e’ plug-in hybrid’s 15kWh battery has also had a slight upgrade, all-electric range officially increasing from 38 miles to 39 miles.
Pricing for the updated range now starts at a smidge over £40k, making the Range Rover markedly more expensive than the latest iteration of the BMW X1 (£34k) and the Volvo XC40 (£36K).
The Range Rover Evoque has been commended by the British motoring media for its comfortable ride, smooth engines and its off-road ability. Currently holding an Expert Rating of 74%, the SUV’s score is hindered by its expensive price tag, its rather cramped rear seating and Land Rover’s poor long-term reliability record.
Joining the electrified ET5 saloon that is already on sale in a few select European countries, Chinese premium brand Nio has added the upmarket ET5 Touring estate and EL6 SUV to its European model range, as the manufacturer sets its sights on growing its sales across the continent.
Specialising in electric vehicles (EVs), Nio is already up and running in Germany, the Netherlands, Sweden, Denmark, and Norway. The manufacturer hasn’t explicitly stated its intentions for the British market as of yet, but Nio’s three-model range is expected to arrive in the UK sometime next year, as the fledgling marque sets its sights on expanding its sales to 25 countries and regions around the world by 2025.
Built on the same foundations, the ET5 and EL6 have a similar exterior design that features slim headlights on a grille-less front end that is framed by pronounced air intakes on either side of the front bumper. With a wheelbase length of 2.9 metres, the ET5 is a similar size to the BMW i4, while the large EL6 is directly comparable to the likes of the BMW iX.
Provided that it does eventually make its way to the UK, the ET5 Touring will join a slim field of all-electric estate cars available on the British market, which consists of the mainstream MG 5 and luxury Porsche Taycan Cross Turismo.
Inside, both Nio models feature a cockpit layout with a raised centre console and armrest that separates the driver and front passenger. The brand has kept the interior design simple, with most functions controlled using the floating 13-inch infotainment screen.
Targeting upmarket rivals like BMW, Audi and Mercedes-Benz, Nio says that comfort is a key priority for the brand, and so both models come with electronically-adjustable front seats with three-zone heating, ventilation and a massage function.
Opening the ET5 Touring’s motorised boot lid reveals 450 litres of boot space, with a further 42 litres of underfloor storage space. Dropping the rear seats ups the load space to 1,300 litres. With camping and roadtrips in mind, Nio has installed two magnetic straps, two storage nets, a pair of hooks and a portable flashlight in the boot area.
The larger EL6 offers 668 litres of boot space, which extends to 1,430 litres with the rear seats folded.
Both cars come with a large panoramic sunroof that can be dimmed to protect against UV rays and prevent the cabin from heating up.
The EL5 Touring and EL6 make use of the same 360kW dual-motor all-wheel drivetrain. Both models produce up to 483hp, but the estate can accelerate from 0-62mph in four seconds flat, while the SUV can reportedly muster a 0-62mph sprint time of 4.5 seconds.
With no firm plans for a UK rollout on the table as of yet, UK pricing for the ET5 range and EL6 is currently unknown. The ET5 Touring is currently priced at €60k in Germany (around £51k), while prices for the EL6 start at €66k (£56k).
While standing out in an increasingly competitive luxury EV sector will be no easy feat for the Chinese marque – a sector currently led by the likes of Tesla – Nio’s battery swap service could prove to be a unique perk that turns heads. Already in operation in Norway, the scheme allows Nio drivers to swap their partially-depleted battery for a new one.
Here we have the fourth-generation Nissan X-Trail. It was launched last year and we originally drove it at the European press launch, but we’ve now had the chance to spend a lot more time with it in UK spec and on UK roads.
Like similar vehicles (Toyota RAV4, Honda CR-V), the X-Trail has evolved considerably over the years from fairly agricultural origins to become a large, modern family SUV with seating for up to seven people.
The model we’re reviewing here is the e-Power e-4orce (that’s not a typo) hybrid version. Except that it’s not really a hybrid. It’s more of a petrol-powered electric car. Confused? We’ll explain. And what’s an e-4orce? Read on…
What is it?
The Nissan X-Trail is a large SUV that sits above the Qashqai and is the largest model in the current Nissan line-up. It’s available with either five seats or seven, with the optional third row seats folding down flat when you don’t need them.
Unlike the Qashqai, the X-Trail isn’t built in the UK and is imported from Japan. Nissan had originally pledged to build it here, but later changed its mind (using Brexit as a bit of an excuse).
Customers get a choice of three powertrains, which are:
1.5-litre petrol engine with mild hybrid assistance
e-Power 2WD single motor
e-Power 4WD (called e-4orce) twin motor
Each powertrain is available with a choice of five trim levels – Visia, Acenta Premium, N-Connecta, Tekna and Tekna+ – which seems about a couple too many to me, but Nissan presumably knows what it’s doing.
Who is this car aimed at?
The new Nissan X-Trail is aimed directly at middle-class families who need more room than is available in a Qashqai or similar-size vehicle. Like most family SUVs, it gives all the right signals about being able to go anywhere, anytime, with all your lifestyle gear – even though we all know that the farthest it’s likely to venture from the tarmac is onto a gravel path to the average family-friendly campsite.
It will also attract buyers who want seven seats but can’t afford a Land Rover Discovery, or want a family SUV with at least some attempt at eco credentials.
Who won’t like it?
Badge snobs who won’t even consider it because it’s not from a premium German label, or anyone suspicious of Nissan’s unique interpretation of a petrol-electric hybrid motor. They’ll both be missing out…
First impressions
Like the previous model, the new Nissan X-Trail is based on its smaller sibling, the Qashqai. But while the last model simply looked like a slightly larger Qashqai, this time around Nissan has put more effort into distinguishing the X-Trail. It’s a more rugged-looking vehicle harking back to the squared-off styling of the original X-Trail from 20 years ago.
Step inside, however, and the new X-Trail is nothing like the creaky plastic cabins of the original generation. It’s every inch the modern family SUV, blending familiar cues from the Qashqai with inspiration from the all-electric Ariya.
Space is good in pretty much every direction – with the usual exception of the third-row seats, if you order them, which are best suited to kids on shorter journeys.
We like: Interior is both comfortable and functional We don’t like: More trim levels than really necessary?
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 Nissan X-Trail.
The range kicks off with the Visia 1.5-litre petrol engine for just under £33K. Looking at the spec levels, this certainly appears to be a price-leader model and not one you’d really want to buy. Going up to Acenta Premium for an extra £1,700 brings a useful bump in equipment levels, such as a proper central infotainment screen with Apple CarPlay and Android Auto, a reversing camera, front parking sensors, and dual-zone air-conditioning.
As with a lot of models, the N-Connecta spec is probably the sweet spot of the range. Starting at just under £37.5K, you get a fully digital instrument panel, larger central infotainment screen, 360-degree cameras (helpful for manoeuvring a large SUV around shopping centre car parks…), privacy glass to keep the kids in the back shaded, and a few other assorted bits and pieces.
Tekna and Tekna+ models add a decent amount of extra kit, but prices are starting at £40K and £42.5K respectively so they’re a fair chunk more expensive than the headline starting price. If you’re coming out of a premium-brand SUV when buying a Nissan X-Trail, you may appreciate some of the extra luxuries, so balance the payments against what you need and want.
Tekna gets synthetic leather seats, a panoramic roof, semi-autonomous driving assistant, head-up display, wireless charging (and wireless Apple CarPlay, but not for Android Auto), power tailgate and larger 19-inch alloy wheels. The top-spec Tekna+ model goes even bigger with 20-inch wheels, as well as a Bose stereo and quilted leather seats from actual cows.
Once you’ve decided on your trim level, you need to pick your powertrain. All the prices above are for the 1.5-litre petrol engine, which comes with mild hybrid assistance for mild fuel economy improvements.
Step up to Nissan’s clever e-Power hybrid unit and it will cost you about £3,500 more. If you want the more powerful e-4orce version (Nissan’s painfully awful name for a more powerful e-Power unit with all-wheel drive ), that’s a further £2,200 above the regular e-Power option. Adding the extra two rear seats is also a £2,200 extra.
We like: Sensible progression from practical features to luxurious extras as you move up the range We don’t like: Entry-level model seems little more than a price-leader
What’s the Nissan X-Trail like inside?
We spent a week in the Tekna model, which is one step down from the top of the range. But let’s look at things in more detail.
The front seats are comfortable, if a little flat, with decent headroom and legroom. The seat covers on the Tekna models are made from synthetic leather, which is visually indistinguishable from real leather although not quite as supple. It’s also slightly sweatier in warm weather, as you don’t have the same air circulation you get with natural fibres. Tekna+ gets genuine leather, lower levels get cloth.
Most UK-spec cars come with black interior trim, with some dark brown trim and dark wood inserts, which makes things a bit dark and drab. Opening the blind on the large panoramic sunroof (standard on Tekna and Tekna+) helps a lot, as would choosing the light grey seats (no-cost option). Tekna+ offers the option of a lovely caramel coloured leather instead of black, which both brightens the interior and makes it look far more luxurious.
Moving on, visibility is decent in most directions. The window line is relatively low, which helps the feeling of spaciousness for adults and ensures kids get a good view as well – they can see out the side windows rather than staring at the door trims.
There’s plenty of space and the overall ambience is better than the smaller Qashqai, if not as luxurious as the all-electric Ariya. Various storage spots are dotted around the cabin so everything can stay tidy, although many of them are quite small. Clearly, some thought has gone into how the car is likely to be used – for example, the centre console lid opens to both sides so it’s easy for both front and middle-row passengers to access. A small detail, but intelligent.
The middle row seats are also pretty comfortable, with enough space for a fully-grown adult passenger to sit behind a fully-grown adult driver. There’s also decent room for a child in a car seat without them feeling squashed up too close to the ceiling. Because this is an electrically driven car, there’s no need for a tunnel running through the middle of the car, which provides more legroom in the middle row (especially if you’re in the centre seat).
This row also slides fore and aft by 22cm, so you can allocate more or less legroom depending on whether there’s anyone in the third-row seats. There are also nice touches like built-in sunshades on the door windows (a personal favourite of our six-year-old rear-seat tester). Tekna and Tekna+ models get tri-zone climate control, so the second row can have a separate temperature setting from the two front passengers. Whether this is a help or a hindrance probably depends on how many children you have…
Like most seven-seaters, the optional rear row is very much a kids-only affair. Anyone who has reached their teenage years will find it uncomfortable for anything more than a very short journey. We didn’t spend any time using the third row because our test car was purely a five-seater, but having tried them previously I can assure you that they’re not remotely comfortable for adults. But you can say the same about every other seven-seat SUV on the market.
The bootspace is a decent 575 litres, assuming you don’t have the third row seats or they’re folded down. You’ll find a few estate cars and SUVs with more boot space, but it will be plenty for most households.
The infotainment system is a mixed bag. Like most cars, the factory operating system is clunky so you’re far better off using Apple CarPlay or Android Auto for navigation and music. The 12-inch touchscreen is nice and wide, and mounted up high, so it’s easy to read on the move. The digital instrument panel is also pretty good, although the graphics could be a bit simpler and clearer. The head-up display on Tekna/Tekna+ models is also good, and frankly should be standard on every new car.
Niggles on our car included the wireless Apple CarPlay failing to find my phone a few times over the course of a week. Switching the car off and starting it up again worked, eventually, although it was quicker to just plug the phone in (both USB-A and USB-C ports are provided in the front and the rear, which is good). The wireless charging was also intermittent, often not charging my phone at all, so it ended up plugged in anyway most of the time. The touchscreen is a bit laggy, better than some cars but not as good as others, while the Bose sound system was a disappointment compared to ‘premium’ systems in other cars.
We like: Interior is a big improvement, and combines touchscreen with actual buttons for crucial controls We don’t like: Third-row seats are really only suitable for kids, wireless system failed intermittently.
What’s under the bonnet?
This is where things get interesting, and differ from any other version of a hybrid car. The X-Trail e-Power system, whether in two-wheel-drive or all-wheel-drive ‘e4orce’ format, uses an electric motor to drive the car.
So it’s an EV, right?
Well, sort of… The X-Trail also carries a 1.5-litre petrol engine.
So it’s a hybrid, then?
Well, yes and no. The petrol engine exists purely as a generator and is not connected to the wheels in any way. It converts petrol into electricity, which is sent either to a small battery or directly to the electric motor, depending on how urgently it’s needed.
Basically, the Nissan X-Trail e-Power is a petrol-powered EV. That might sound ridiculous, but it works well and provides a better driving experience than a conventional hybrid cars, which use both a petrol engine and an electric motor at different times.
The e-Power system is simpler in operation than a conventional hybrid. Rather than having a petrol engine and an electric motor that work in parallel (one at a time or both together), the e-Power system works in series – the petrol engine powers the electric motor, which drives the car.
This means there’s no chopping and changing between the two power units, so you get the smooth, powerful feeling of an electric car all the time. The petrol engine is less intrusive when it switches on and off because it’s not connected to the wheels, which means less noise and vibration.
If you have the optional e-4orce all-wheel-drive version, which we did, there’s an additional electric motor at the back to drive the rear wheels when extra grip is needed. In most circumstances, it won’t feel any different to the front-wheel-drive version, but it can help maintain traction in slippery conditions.
Nissan also claims that the additional electric motor helps to keep the car smoother and flatter during braking and cornering, so that passengers are more comfortable. To be honest, you’d have to be throwing the car about quite enthusiastically or zig-zagging your way up and down an alpine road to really notice this, so in normal circumstances it’s not a big thing. And if you’re regularly slamming the brakes on hard to the point that your passengers are feeling carsick on your daily commute, you need to have a word with yourself.
The e-Power system isn’t really any more fuel efficient than a conventional hybrid car, but the driving experience feels a lot more refined than most regular hybrids or plug-in hybrids. All hybrids should drive this way.
We like: e-Power is a smarter way of blending petrol and electric power than traditional hybrids We don’t like: Fuel economy is not as good as you might hope
What’s it like to drive?
A large, seven-seat family SUV is never going to set pulses racing with its driving dynamics. Nevertheless, the X-Trail feels controlled and well-balanced in normal day-to-day driving.
Like most modern cars, there’s no particular feeling through the steering wheel, but the X-Trail responds well to changes of direction without wallowing around like a lot of large SUVs. It feels like it’s at least a size smaller than it is, which gives the driver confidence that it will go exactly where it’s pointed rather than somewhere in the general direction. Whether this is down to the e-4orce set-up or simply good basic engineering, it’s better than most.
Acceleration brisk rather than blistering; it’s perfectly adequate for most driving, but with the whole family on board you’ll have to think carefully before pulling out to overtake. It certainly doesn’t have the neck-snapping respone of a Tesla, which is a good thing most of the time.
The ride is generally pretty comfortable on most roads, which we also found last year on the top-spec Tekna+ model. The Tekna rides on 19-inch wheels and tyres, which is one inch smaller than Tekna+, while cheaper models get 18-inch wheels. If you regularly venture away from tarmac, the smaller wheels will also tend to give better impact absorption to reduce your chance of punctures.
One point worth mentioning is that the tyres on our test car (19-inch Hankook Ventus) were very noisy, which rather detracted from the overall experience. If this was our own car, we’d be swapping those for another brand well before they wore out. This may not apply to other tyre brands that Nissan uses, or other sizes of tyre on different models, but it was rubbish on this particular model.
Our driving was in early summer on normal family journeys and didn’t require the services of the all-wheel-drive set-up, so you’d be hard pressed to know that the rear wheels were doing anything most of the time. On icy winter roads or away from the tarmac altogether, the extra traction would be far more useful.
We like: Smooth, quiet, refined, EV driving experience We don’t like: Performance is adequate rather than amazing
How safe is it?
The latest Nissan X-Trail was awarded a top five-star safety rating by Euro NCAP in November 2022. It has an excellent set of scores all round, which compare very favourably with anything else at any price.
Most of its scores are shared with the smaller Qashqai, which was tested in 2021, since the X-Trail is structurally an extension of its smaller sibling. Some additional tests were conducted where the two vehicles differ, but the overall rating is based on the Qashqai’s 2021 score.
All models get the full suite of usual safety features, while the Tekna and Tekna+ also get Nissan’s Pro Pilot assisted driving system, which combines advanced cruise control with active lane-keeping to provide semi-autonomous control on roads with clear lane markings.
Compared to the system on our usual family car (a Volvo), the Nissan felt less proactive in keeping the car centred in the lane, waiting until you drifted towards the lane maker lines before intervening. It also beeped quite a bit. A lot, actually. All the time, in fact, for reasons I didn’t understand.
Summary
The fourth-generation Nissan X-Trail is a significant step forward from its predecessor in most ways, especially in terms of passenger comfort. But the most noticeable evolution is Nissan’s unique petrol-electric e-Power drivetrain.
The e-Power system produces a car that drives like an electric vehicle (which it is) but is powered by a petrol engine, meaning that you fill it up with petrol every few hundred miles like any normal petrol car.
Best of both worlds? Well, it’s more like a halfway house between a petrol car and an electric one, but a better proposition than a regular hybrid – or a plug-in hybrid, for that matter. It’s more fuel efficient than a normal petrol car, with economy that is similar to a regular hybrid SUV. But the driving experience is much better than a hybrid SUV, with the petrol engine kept firmly in the background rather than fighting with the electric motor to decide who’s in charge all the time.
Model tested: Nissan X-Trail e-Power e-4orce Tekna Price (as tested): £47,140 Engine: 1.5-litre petrol plus two electric motors Gearbox: Single-speed automatic, all-wheel drive
Power: 213 hp Torque: 330 Nm front, 195 Nm rear Top speed: 111 mph 0-62 mph: 7.0 seconds
Fuel economy (combined): 42.2 mpg CO2 emissions: 152 g/km Euro NCAP safety rating:Five stars (2021) TCE Expert Rating:59% (as of June 2023)
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Honda has announced the UK pricing and trim specification details for its upcoming ZR-V crossover, which is essentially a high-riding SUV version of the Honda Civic.
Three trim levels will be available to order, starting with the lead-in ‘Elegance’ trim. Front and rear parking sensors are included as standard, which works in tandem with a rear-view parking camera that can be viewed through the car’s nine-inch infotainment console.
The more expensive ‘Sport’ grade adds several cosmetic changes to make the crossover look a little more sporty, as well as synthetic leather interior trimmings and a motorised boot lid. The car’s cabin also gains wireless smartphone charging and LED ambient lighting.
Key trim level features
Entry-level ‘Elegance’ (from £39,495)
18-inch alloy wheels
Front and rear parking sensors
Rear-view parking camera
Nine-inch infotainment touchscreen
Seven-inch digital instrument cluster
Leather steering wheel
Mid-range ‘Sport’ (from £41,095)
All ‘Elegance’ features that are not replaced
Unique front bumper and grille design
Gloss black mirrors and window surrounds
Fabric and synthetic leather upholstery
Ambient interior lighting
Electrified tailgate
Wireless smartphone charging
Top-spec ‘Advance’ (from £42,895)
All ‘Elegance’ and ‘Sport’ features that are not replaced
Full leather upholstery
Heated leather steering wheel
Panoramic sunroof
Upgraded Bose sound system
Six-inch head-up display
Opting for the top-of-the-line ‘Advance’ trim introduces traditional leather upholstery on the seats and heated steering wheel, as well as a panoramic sunroof and a more expensive Bose sound system. This trim also includes a six-inch head-up display, which projects driving information onto the windscreen while the car is on the move.
With ZR-V prices starting at just south of £40k, this new Honda is markedly more expensive than the popular Nissan Qashqai e-Power (£34k) and hybrid versions of the Kia Sportage (£35k).
Citroën has rolled out a slightly more powerful drivetrain option for its all-electric ë-C4 and ë-C4 X models, which increases their output and battery range.
Alongside the 136hp 50kWh electric powertrain already available, the ë-C4 liftback and ë-C4 X fastback are now available to order with a 156hp setup, which pairs a more powerful 115kW electric motor and 54kWh battery pairing.
This additional drivetrain option can reportedly muster 260 miles of travel on a single charge – up from the entry-level model’s 223 miles.
Available with only the top-spec ‘ë-Series’ trim in the ë-C4 and ë-C4 X model lines, the uprated drivetrain now costs just over £37k.
This addition may improve the Citroën ë-C4’s Expert Rating of 67%. The ë-C4 has received praise from the British motoring media for its distinctive looks and its interior quality, but has been criticised for its rather modest real-world battery range.
The ë-C4 X offers a bigger boot, it also comes with less rear headroom than its liftback twin. It currently holds an Expert Rating of 54%.
Peugeot has announced that its 2008 SUV range has been given a minor facelift, which includes some exterior styling alterations, an infotainment system tweak and a drivetrain upgrade for the all-electric e-2008 model.
This is the 2008’s first update since the SUV’s lead-in and mid-range trims were given more features in the middle of last year, including roof rails and 3D navigation software for the infotainment system. Peugeot has revised the SUV’s trim grades once again.
The entry-level model is now called the ‘Active’, and now incorporates wireless Apple CarPlay and Android Auto connectivity. The ‘Active’ is followed by the mid-range ‘Allure’ and ‘GT’ trims, and the range-topping ‘First Edition’ grade (which is electric only).
The 2008 and e-2008’s subtle styling changes include a stockier front end with Peugeot’s latest branding front and centre – the wider grille is now finished in gloss black on the ‘Active’, while the ‘Allure’ and ‘GT’ come with a body-coloured finish.
The 2008’s design also now features Peugeot’s three-streak lighting signature, first seen on the brand’s 508 saloon, with vertical LED strips that are integrated into gloss black inserts either side of the front bumper. The car sits on 16-inch alloy wheels as standard, and 17-inch alloy wheels are also available.
Stepping inside, Peugeot has rolled out a small revision for the car’s ten-inch infotainment system, which now has new colour and display layout customisation options. Peugeot’s new logo also now features on the compact steering wheel.
The standard 2008 engine options remain the same – a choice between two 1.2-litre petrol units, paired with either a six-speed manual or eight-speed automatic gearbox. The battery-powered e-2008 now comes with a larger 54kW battery and a more powerful 156hp motor, which has increased the electric SUV’s maximum range by 38 miles – now a reported 251 miles in total.
The new range is now available to order on the Peugeot website, with pricing for the refreshed 2008 starting at just over £24k. The e-2008 is now priced at over £36k.
The Peugeot 2008 has received praise for its interior and exterior styling, and holds an Expert Rating of 68%. The all-electric e-2008 holds a higher Expert Rating of 72%, with reviewers commenting that the e-SUV can’t match the battery range of class leaders.
Being involved in a road accident – even a small bump – is never a nice experience. Your car is almost certainly damaged, and the whole experience can be shocking, costly, inconvenient and time consuming. But it’s even worse if the person who has collided with you isn’t even insured.
Every time you head off in your car, you are surrounded by fellow motorists, all making their way to their own destination. But incredibly, a million drivers on the UK’s roads don’t have car insurance, according to figures from the Motor Insurers’ Bureau (MIB).
That appalling number means that the chances of coming across an uninsured driver are very real – one million equates to around 4% of all drivers. And if you are involved in a road accident – and there are 350 on average every day – it’s possible that you could be hit by someone who has no cover at all.
Studies on uninsured cars show that they are more likely to be involved in a collision – often because they are involved in organised crime. However, hundreds of cases are the result of people simply forgetting to renew their policy. Forgetful, but illegal nonetheless.
And millions of law-abiding, insurance-paying motorists give extra on their own premiums just to offset the costs of accidents involving the uninsured. So you’d expect to have some payback from that if you are involved in a crash with someone who has no cover, or turns out to be a ‘hit-and-run’ driver. And here’s how you might…
Through your own insurer
Often your own insurance company will have a process in place if you are affected by a collision with an uninsured vehicle. You will need to have comprehensive insurance cover to do this and the insurer will require details, such as name and address of the other driver, make, model and registration number of the other car, photos of any damage and details of witnesses.
If you need to check the insurance credentials of the other driver you can request a check from the Motor Insurance Database (MID), which can be found on the MIB website (mib.org.uk). It’s in the section ‘Check Insurance Details’. It can only be done if you have been involved in an accident and is a chargeable service costing £10.
You should also report the accident to the police, telling them that the other driver does not have cover. In all but the most minor of shunts you should tell the police – neglecting to do so could be an offence in itself, with a fine, penalty points or even prison as a result.
Claiming from the MIB
If you only have third party, or third party fire and theft cover you might be able to claim from the MIB for uninsured drivers’ damage. The agency was set up to reduce the number of uninsured drivers on the UK’s roads by working with the police and DVLA licensing authority, and to provide compensation for people affected by this crime.
The MIB website is easy to use and walks you through the claiming process in simple steps.
Hit-and-run
Some uninsured driver accidents involve the other car driving away – a hit-and-run – before the police can get involved. In this instance you might still be able to claim compensation, but there’s some work to be done.
First gather as much evidence as you can that shows the other driver was at fault. This could be dashcam footage, CCTV film from nearby houses or shops or the statements from witnesses. Also, take photos of damage to your car along with skid marks or other markings left on the road if this will support you.
Report the incident to the police and your own insurer and then take the claim to the MIB via their website. Hit-and-run drivers are called ‘untraced’ on the website and can be found on the ‘Making A Claim’ drop down menu.
It’s not a guarantee that you will receive compensation just because another car has driven off. The MIB will work with your insurance company and the police to establish who was at fault in the accident. If any blame is found to be yours – total our partial – the pay-out could be reduced or rejected completely.
No Claims Discount
It’s possible you could lose some or all of your No Claims Discount as a result of an accident with an uninsured driver. It seems harsh, but your insurers will want to recoup some of the money they have paid out as a result of your accident.
Many insurance firms, however, will protect your bonus no matter what happens, and it’s worth checking this with them at the time of buying your policy.
Alloy wheels are a major part of a car’s image. You can’t really miss them, and car makers spend millions of pounds creating and producing new designs for their latest models.
A ‘must-have’ standard component on most new cars, alloys are also big business in the aftermarket sector with tempting and tantalising designs available to improve the look of your current motor.
But wheels have a hard time and are susceptible to damage – scratches, scuffs and gouges – almost every step the way. So keeping them pristine and undamaged is a tough task. Even the most careful of drivers can easily fall foul of an unseen pothole, a damaged road surface, raised kerb, or narrow multi-storey car park entrance.
And before you know it, a lovely alloy wheel doesn’t look so good any more. Replacing or repairing a damaged wheel can be an expensive business, with a new one running into the hundreds of pounds and repairs costing £50 or more per wheel.
But there is a way to insure against this motoring cost and it doesn’t have to come from your car’s standard cover (which could cost you your no claims discount or increase your annual premium). It’s called alloy wheel cover –a specific type of insurance product that reimburses you if you damage a wheel and require a repair.
The Car Expert has put together this list of potential sites that offer alloy wheel cover to keep your car and its wheels looking good all year round.
Motoreasy is well known for Gap insurance cover but the company claims to offer help making the experience of owning a car simpler and that includes covering components – such as alloy wheels.
To get to alloys insurance go to the ‘Protect’ drop-down on the landing page and there, among all sorts of cover, is ‘alloy insurance’. To get started, go to ‘Get a quote’ by typing in your car’s registration number. MotorEasy provides cover for most cars up to five years old and with less than 60,000 miles on the clock.
New and used car wheels are covered including private purchases. Expensive diamond cut repairs are included and repairs can be done at your home or workplace.
Up to four claims can be made per year, there’s £100 allowed for ‘skimming’ a wheel to repair it and £150 towards replacement if it can’t be fixed. There are two or three year terms to choose from. The site is easy to navigate and includes some interesting tips and advice and a blog section.
Another big insurance provider specialising in motoring matters, ALA’s website includes cover for a number of areas such as GAP, vehicle replacement, key, scratch and dent, vans and motorhomes.
From the landing page, and under ‘Additional Cover’, drop down to ‘Tyre and Alloy Wheel Insurance’. ALA gives the option of one, two or three years polices, paid for as a stand-alone deal or with one of their GAP polices – in which case you can pay for it monthly.
Your car can’t be older than seven years and must have done less than 100,000 miles to be eligible. It does not cover pre-existing damage and you have to supply photographs of all four wheels to prove this before you start.
Some of the more expensive alloy wheels are not included and this is clearly pointed out with the help of useful pictures showing ‘covered’ and ‘not covered’ wheels. There is an on-line quote button for an instant estimate plus the option to chat live with an adviser.
Go to Car2Cover’s website and you will see instantly a list of their services across the top of the landing page. There’s Gap insurance, scratch and dent cover, upholstery protection and, of course, alloy wheel cover.
It’s situated in the ‘Tyre & Alloy Wheel Insurance’ section but you can insure just the alloys if you’re not interested in covering your rubber. Car2Cover provides for up to four claims per year up to a maximum of 10 claims over the period of cover you have arranged.
There’s up to £150 per claim available and up to £1,500 in total if you were to make the maximum number of claims. The insurer does not ask for any excess (an amount found by you) to be paid.
The easy-to-use website offers an ‘instant quote’ which asks you for information such as make of car, its age and value, and what it is mostly used for. Or there’s an option to request a call from a company representative.
Total Loss Gap works with a panel of insurers to find and select comprehensive and flexible policies for its customers. Specialising in Gap insurance the company offers ‘Additional Cover’ too which can be found in a drop-down on the clear but simple website.
There’s plenty of information available about alloy wheel insurance, the different forms it takes and the types of wheels covered (such as diamond cut or laser finished). Cover is available for cars less than three years old, with fewer than 50,000 miles on the odometer. The cover must be bought within 30 days of the car being purchased.
Four claims are allowed per year, with a £10 excess (call-out) charge per claim. If the wheel can’t be repaired Total Loss Gap will pay £150 contribution towards a new one. Repairs are carried out by a mobile technician at your home or work unless specials repairs are needed in which case the wheel is sent away by courier.
To qualify your car must not be used for business purposes and the wheels have to be less than 20 inches in diameter. There’s an automated quote section to begin the process.
As the name suggests, Tidy Alloys are specialists in alloy wheel insurance. But they also offer Gap, cosmetic, tyre and key insurance.
Three different types of cover are offered to suit all needs and budgets. Standard cover provides £100 per wheel repair, Prestige pays £200 per wheel while Complete also covers tyres and wheels up to 23 inches in diameter. Each has a ‘Quote Me’ button or you can chat to a live agent.
There is no policy excess on any of the schemes and you can claim up to four times a year on Standard and Prestige cover and five times a year on Complete cover. A contribution of £150 is made if the wheel can’t be repaired. They pay the repairer direct so you don’t have to find the money first and then claim back.
The bright and easy-to-use website contains lots of helpful information and advice.
The name rather sums it up: this provider has a range of policies available for a variety of needs, and their mission is to save money for customers.
It’s not just about motor related items: there’s home, business and personal cover too. But to find alloy wheel cover go to the ‘Insurance’ drop down, then ‘Motor’ and then on to ‘Tyre and Alloy Insurance’.
The bight, clear website offers a ‘Get a quote’ button and there’s one for ‘More Information’ too. There are two sections under the heading ‘What you need to know’. These are ‘What you are covered for’ and ‘What you are not covered for’. It’s all well explained – vehicles more than seven years old or with more than 70,000 miles on the clock are certainly not included.
Both tyre and alloy wheel insurance policies allow claims of up to three times per policy year with a £15 excess. If you make a claim you can use one of the company’s approved garages or mechanics to get the repairs completed conveniently.
Like many Gap insurance providers, Direct Gap offers a range of other peace of mind cover too, including tyre and alloy wheel insurance – they can be found from the landing page under ‘Additional Cover’.
The two forms of cover have to be taken together as one package and the straightforward and clear website describes the details: five wheels and five tyres are covered per policy, vehicles up to seven years old are included, it covers malicious damage and there’s a nationwide, mobile repair service offered. There’s no excess to pay and no call-out fee for the repair.
With plenty of advice on getting insurance cover for your wheels, everything is covered – plus there’s a comprehensive question and answer section for any other of the commonly asked queries.
The quote button couldn’t be simpler – enter how many years you want the policy to run for and an instant price is given: from £299 for one year. There’s the option to then have the quote emailed to you, for you to take things forward if you wish.
Another big insurer providing cover for cars, vans, motorbikes and components including alloy wheels, tyres and cosmetic cover.
They only cover wheels and tyres together as a package and explain fully what is and isn’t covered on the clear, bright website. Each policy will give you four claims per year on tyres or alloy wheels and there’s £150 towards the cost of a new wheel if the scratched one can’t be repaired. It covers accidental and malicious damage to your wheels.
They are specific and transparent about what is not covered, among them items such as the first £10 excess/call out fee for each claim, no claims for the first 30 days of the policy, damage caused outside the UK and any claims for damage if the car is written off.
There are lots of helpful features containing tips and advice plus a news blog section for some extra reading.
Originally published in June 2023, last updated January 2024.
*The Car Expert has commercial partnerships with ALA Insurance and MotorEasy. If you click through to their sites and buy anything, we may receive a small commission. This does not affect the price you pay, but helps us keep the site running.
The Volkswagen California was a camper van that was available in four- , five- and seven-seat configurations. This model was based on the T6 Transporter van, and was sold in the UK between 2016 and 2024.
Four different trims were available, which changed the California’s interior configuration and equipment list. Features included a pop-up roof, seats that converted into beds, a kitchen area with appliances and an awning with folding chairs.
“It’s still the coolest way to camp”, explained Honest John. “The California is refined and easy to drive, and offers excellent driver and passenger comfort.” Above all, Car‘s CJ Hubbard said that California’s “clever” and “functional” interior layouts were really impressive. “A piece of product design that is utterly fit for purpose, the California remains truly outstanding.”
The California’s steep pricing was frequently highlighted by reviewers, often with an explanation that the camper van still offered good value for money and was a class-leading model.
While the field of competitors was quite slim, some motoring outlets recommended opting for the Mercedes-Benz alternative instead.
An all-new California replaced this model in late 2024.
As of April 2025, the Volkswagen California holds a Used CarExpert Rating of D with a score of 57%. It scores top marks for its media review scores, but is let down by an average CO2 emissions rating and high running costs.
Body style: People carrier and camper van Engines:diesel Price:From £60,428 on-road
Launched: Spring 2016 Last updated: Autumn 2019 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.
Auto Express
Model reviewed: Ocean T6.1 199ps DSG Score: 9 / 10 “Once again, Volkswagen shows the rest of the industry – and the countless aftermarket converters – exactly how it’s done.” Author: Richard Ingram Read review
Model reviewed: Ocean 2.0 TDI 199ps DSG Score: 9 / 10 “Every California Ocean gets 17-inch alloys, automatic lights, three-zone climate control, heated seats, Bluetooth and USB connectivity and a five-inch touchscreen. The kitchen and associated gubbins are included, of course.” Read review
Auto Trader
Model reviewed: Range overview Score: 7.4 / 10 “There’s the feeling that you can go anywhere, whenever the mood suits you, park up and sleep. I used it as both a car and as a camper and can see the advantages it offers for both.” (Clare Kelly) Read review
Car
Model reviewed: T6.1 Score: 8 / 10 “It’s never going to make sense to some people, but as a piece of product design that is utterly fit for purpose, the California remains truly outstanding.” Read review
Model reviewed: Grand California 600 Score: 8 / 10 “The standard of fit and finish is great, the functionality is superb, the design fresh and modern, it’s genuinely good to drive, and the clever thinking really impresses.” Read review
Car Keys
Model reviewed: Range overview Score: 9 / 10 “It all comes at a price, but if you want the ultimate campervan that is well-built and good to drive, the California remains right at the top of its game.” (Ted Welford) Read review
Carbuyer
Model reviewed: Range overview Score: 8 / 10 “The Volkswagen California is the perfect travelling vehicle in which to rest after holiday fun.” (Richard Ingram)
Author: Richard Ingram
Heycar
Model reviewed: Range overview Score: 9 / 10 “Volkswagen has a proud history of campervans and the Volkswagen California ensures that the brand’s association with overnight adventuring is very much in the present too.” (Andrew Brady) Read review
Honest John
Model reviewed: Range overview Score: 10 / 10 “Refined and easy to drive, excellent driver and passenger comfort, and still the coolest way to camp.” Read review
Parkers
Model reviewed: Range overview Score: 8.8 / 10 “This is a vehicle born of decades of practical experience. It is incredibly well designed in terms of fitness for purpose, and although it is expensive we can’t imagine there are many present owners who feel like they’ve got poor value for money.” (CJ Hubbard) Read review
The Sun
Model reviewed: Range overview “It’s the King of Cool when it comes to camping and is a natural successor to iconic 1950s ‘Splittie’.” (Rob Gill) Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
No safety rating
The Volkswagen California was not assessed by Euro NCAP during its production life.
Eco rating
Independent economy and emissions ratings from Green NCAP
Model tested: California 6.1 2.0-litre TDI Diesel 4X4 Automatic
Clean Air Index: 5.6 / 10 Energy Efficiency Index: 0.6 / 10
Testing the camper van in 2020, emissions testers Green NCAP concluded that the Volkswagen California was not very efficient by modern standards and that it produces a large amount of greenhouse gases on the move, leading to a poor one-and-a-half star emissions rating.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of April 2025, we don’t have enough reliability data on the Volkswagen California 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 MotorEasy has sufficient data on the California, we’ll publish the score here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Variation
Score
Diesel models
35 mpg
D
31 – 36 mpg
D – E
CO₂ output
Average
Score
Variation
Score
Diesel models
209 g/km
D
206 – 237 g/km
D – D
Insurance group
Average
Score
Variation
Score
All models
43
D
26 – 50
B – F
Service and maintenance
Cost
Score
Year 1
£175
A
Year 2
£510
B
Year 3
£841
B
Year 4
£1,092
B
Year 5
£1,473
B
Overall
£4,091
B
The Volkswagen California is a bit more expensive than the average car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data. This to be expected though, considering its large size.
Only available as a diesel, the California should provide between 31 and 36 mpg depending on your model of choice, and its insurance bracket is higher than most. However, service and maintenance costs over the course of the first five years of ownership should be close to excellent.
Awards
Trophies, prizes and awards that the Volkswagen California has received.
2021
Motorhome & Campervan Design Awards – Five Star Camper Van Award
Similar cars
If you’re looking at the Volkswagen California, you might also be interested in these alternatives.
Ford Transit Nugget | Mercedes-Benz V-Class Marco Polo | Volkswagen Caddy California | Volkswagen Grand California
Make and model: Dacia Jogger Description: Seven-seat MPV Price range: from £18,295
Dacia says: “The Dacia Jogger redefines the seven-seat family car with a blend of estate car practicality, MPV spaciousness and SUV styling.”
We say: Setting a new standard for practicality and affordability, the Jogger is an impressive family car that would be a no-brainer if it wan’t for its awful safety rating.
Celebrating ten years since Dacia first entered the UK market, the Jogger is a poster child for Dacia’s simplistic but highly functional model line up. Designed to be an affordable family car, this approach has already proved popular with UK customers. The Jogger is currently the cheapest seven-seater in this class and offers customers the benefit of a three year warranty.
The new model showcases Dacia’s branding refresh and a hybrid engine has been added to the line up. Despite having a marginally higher purchase price, the hybrid contributes to cheaper running costs throughout ownership as the fuel economy is improved.
A major concern with all of Dacia’s current model range has been consistently poor safety ratings in independent Euro NCAP testing. The Jogger has been worst of the lot, with a woeful one-star score.
As of June 2023, media reviews of the Dacia Jogger have earned the car an overall Expert Rating of 72% on The Car Expert’s award-winning Expert Rating Index. The launch of a new hybrid option will likely produce more reviews so this rating could well move up or down a few points.
The Jogger is really in a league of its own in the UK new car market. It’s more like an estate that’s been stretched up to SUV height to fit two extra passengers in the rear. Whilst it’s an unusual body style for a large people carrier, it actually works remarkably well. The long shape creates more space inside for passengers at the back and the weight feels well distributed across the vehicle.
Dacia doesn’t necessarily win on curb appeal but everything is designed to be practical and it definitely delivers on this brief. The back doors are taller than the front, which increases the opening space to help children into car seats or to give passengers more space to use the third row. At first glance it might not even look like a seven-seater but the Jogger is more than spacious inside.
First impression
Value for money is where the Jogger excels, it’s incredibly cheap as far as new cars go, let alone new seven-seaters. It’s a purpose built seven-seater instead of an SUV with an extra row squeezed in the back. There’s some good trim options and the mid-level is attractive and well equipped.
The elephant in the room for Dacia continues to be safety. The Jogger is based on the smaller Sandero model, which scored a two-star safety score when it was tested in 2021. The Jogger’s performance was even worse, with the additional row of seats not well protected. Combined with a lack of latest-generation accident avoidance systems, it was slapped with a one-star score and some sharp criticisms from both Euro NCAP and the UK’s Thatcham Research.
We like: Unassuming seven-seater at a great price We don’t like: Woeful safety rating
What do you get for your money?
The Dacia range is straightforward, with the Jogger available in three trim levels: Essential, Expression and Extreme. The entry-level model starts from just over £18k, mid-range Expression is from £19.5k and top-spec Extreme starts at £20.5k. All options are well equipped, but Expression is likely to be the most popular pick.
Starting with Essential, the Jogger comes equipped with manual air conditioning, cruise control and speed limiter, rear parking sensors, height- and reach-adjustable steering wheel, automatic headlights, electric front windows and an automatic emergency braking system (AEB).
A highlight of the Jogger starts with Expression. This trim gets modular roof rails that can be adjusted to run across the roof or down both sides. This patented design means customers don’t have to purchase additional roof fixtures to fit items such as luggage boxes or bike racks.
The Expression spec also has some styling upgrades such as tinted rear windows, body coloured handles, front and rear parking sensors with reversing camera. It also gets 16-inch wheels, which look like alloy wheels but are actually steel. Inside, the mid-level trim has an eight-inch touchscreen that’s compatible with both Android Auto and Apple CarPlay.
The top-of-the-range Extreme spec has copper details throughout, including the door mirrors, highlights on the roof bars and around the front fog lights. It gets topographical patterns on the snorkel and lower doors as well as 16-inch black alloy wheels with copper Dacia logos in the centre.
All versions come with seven seats as standard and a three year, 60,000 mile warranty.
We like: Simple line-up with affordable jumps between trim levels We don’t like: Lack of additional optional safety equipment
What’s the Dacia Jogger like inside?
Apple CarPlay and Android Auto make the central touchscreen very familiar and easy to use. Buttons and dials are used for the climate control and these are straightforward to operate on the move. In the Expression trim we tried, the digital dash display shows the vehicle’s speed, battery capacity and fuel gauge. Dacia’s latest interior upgrade is modern and feels solidly put together.
The rear seats have good access as the central row folds and if the rear seats are not needed they are simple to remove and lightweight to carry out of the vehicle. They also come with storage bags so they don’t get dirty whilst they are not in the car. There’s good headroom in the back seats and unlike other seven seaters, the vehicle shape means rear passengers still have a good view out the front. Each row of seats is stepped up, which means everyone gets a good amount of legroom.
Both outer seats on the second row have Isofix points but these seats have to fold down to allow passengers access the third row so only one child seat could remain in place all the time. This means adults will be relegated to the very back but decent head and legroom shouldn’t make this an uncomfortable experience.
We like: Flexible seating options that are easy to configure We don’t like: Only one Isofix point usable if you need to carry seven people
What’s under the bonnet?
There’s two engine options in the Jogger, either a 1.0-litre petrol with a six speed manual gearbox or a 1.6-litre hybrid with an automatic gearbox. The hybrid offers good fuel efficiency with figures up to 56 mpg whilst the 1.0-litre can achieve 49 mpg.
They’ve both got a decent amount of power and as a large family car, it won’t be driven like a sporty saloon, so 0-60mph in around ten seconds is more than respectable. Those looking for a large towing capacity will want to choose the 1.0-litre manual as this has a max braked towing capacity of 1,200kg and the hybrid can tow a braked trailer up to 750kg.
Thanks to the way the hybrid was designed, no interior space is sacrificed, meaning the only differences between engines are the gearboxes and improved fuel economy. There’s currently no plans to release an all-electric version of the Jogger. The hybrid engine is only available in the top two trims: Expression from £23k or Extreme at £24k.
What’s the Dacia Jogger like to drive?
The automatic gearbox in the hybrid model does a good job of creating a smooth ride at all speeds. It doesn’t feel like the car is ever jerky or unsettled over imperfections in the road. The driving experience fills you with confidence that passengers won’t be complaining about a bumpy ride. Despite being large enough to fit seven people, it doesn’t feel like a long car and is very easy to park, especially with a reversing camera.
It gets up to motorway speeds with some gentle encouragement and the hybrid engine helps to even out the power delivery. Regenerative braking slows the car down and the steering is quite responsive. The Jogger does what it says on the tin, it would be more than capable enough to lug around several passengers and cause the driver no headaches.
We like: Straightforward driving experience We don’t like: Rivals have more engaging steering
Verdict
The Dacia Jogger is an impressive seven-seater and thanks to its extremely low list price it offers great value for money. However, Dacia’s safety ratings are a concern for a family car that will inevitably be used to carry several passengers and children. That also drags the car’s score down quite significantly in our review here.
Other than that, the Jogger fits the bill as a practical car that has flexible seating or with the seats down there’s plenty of space to transport large items. The price is competitive enough to tempt used car buyers to consider a brand new car that comes with a warranty.
Similar cars
If you’re looking at the Dacia Jogger, you might also be interested in these alternatives.
Volvo has announced that its new all-electric EX30 crossover is now available to order in the UK. Offering futuristic looks, three different drivetrain options and a simplified interior layout, Volvo is hoping this new model range will “appeal to urban consumers looking for an efficient electric car that’s easy to live with.”
Sporting ‘Thor’s Hammer’ headlights and a grille-less front end like the much larger EX90 SUV, the EX30 is a model that Volvo expects will be one of its “best-selling models in the coming years”.
Three different electric drivetrain options are available, starting with the lead-in 272hp single-motor variant which uses a 51kWh battery. This version can muster a reported 214 miles on a single charge.
Next up is the more expensive single-motor ‘Extended Range’ option, which also produces 272hp but makes use of a bigger 69kWh battery, which can reportedly handle up to to 298 miles of travel without recharging.
This battery range figure drops to 286 miles for the top-spec twin-motor ‘Performance’ model. With an output of 428hp, this range-topping spec can complete a 0-62mph sprint in 3.6 seconds – making it the fastest-accelerating Volvo ever.
The motoring media are more intrigued by the crossover’s pricing however, which starts at just under £34k. This means that the EX30 undercuts similarly-sized electric rivals like the Jeep Avenger, Smart #1 and Volkswagen ID.3, and is also the cheapest model in the current Volvo catalogue.
Volvo says that the car has been developed with a focus on lowering the total cost of ownership, and a glance at the interior shows this aim in action.
In what might be a rather jarring difference for some, the EX30 does not come with a digital instrument cluster, or a set of traditional gauges for that matter. Instead, driving information is displayed on the central screen. This 12-inch portrait oriented infotainment display is also compatible with Apple CarPlay and Android Auto.
A premium sound system comes as standard, in the form of a soundbar that runs the length of the dashboard. Four interior designs – three of which are made using the brand’s ‘Nordico’ sustainable materials.
The floating centre console gives the driver and front passenger more room to stretch out their legs, and has a glove box-style storage compartment.
Two equipment levels are available. The standard ‘Plus’ setup includes dual-zone climate control with an air-purifier, heated front seats, and heating for the square steering wheel. As ever, Volvo says one of its key design focuses is safety, and so the standard EX30 also comes with front and rear parking sensors, a rear-view parking camera, as well as adaptive cruise control and lane-centering assistance technology.
Only available on the single-motor ‘Extended Range’ and twin-motor ‘Performance’ models, the ‘Ultra’ equipment level adds a 360-degree parking camera, a panoramic sunroof, power-adjustable front seats, rear privacy glass and semi-autonomous parking technology.
A third and cheaper ‘Core’ equipment level will join the range at a later date. The EX30 comes with a 11kW charger as standard, but a more powerful 22kW charger is also available. All models come with a three-year/60,000-mile care package that covers the car’s standard servicing schedule, plus wear-and-tear consumables.
UK buyers can now order from the EX30 range by using the Volvo website. The first customer deliveries are expected to arrive in early 2024.
The Renault Austral is a mid-size family SUV that arrived in the UK in 2023. Only available as a petrol-electric hybrid at launch, the Austral is the successor to the discontinued Kadjar crossover.
The Austral has received a mixed set of reviews from the UK motoring media. Reviewers largely conclude that the SUV is a economical and high-tech family car that is certainly worth a test drive, but its gearbox lets it down. “It can be sluggish to respond and dampens the Austral’s performance somewhat”, explains Carbuyer‘s Tom Jervis.
Many outlets also comment that the Austral isn’t a very exciting addition to the crowded medium SUV class. It’s described as “just another Nissan Qashqai alternative” by Tom Wiltshire of Car, while other reviewers point out that it’s beaten hands-down by the likes of the Kia Sportage.
While it may not be a stand-out class-leader, The Sunday Times argues that this SUV is a “a vast leap forward for Renault”, that is “better to drive, more distinctive inside and more stylish outside, as well as being more efficient and considerably more high-tech” than the Kadjar model it replaces.
As of December 2025, the Renault Austral holds a New Car Expert Rating of B, with a score of 67%. It gets top marks for its low CO2 emissions, while its safety rating and running costs are also good. However, Renault’s new car warranty coverage is only average and the Austral’s media review scores are poor.
Model reviewed: Range overview Score: 7 / 10 “The latest Renault Austral is a family SUV defined by its tech, with a bang-up-to-date infotainment system that works really well, while the level of kit on offer for the monthly outlay is undoubtedly competitive. However, practicality is acceptable rather than class-leading and the way the Austral drives – its ride in particular – means it’s behind those at the sharp end of the sector.” Author: Max Adams, Sean Carson Read review
Auto Trader
Model reviewed: 2025 facelift range Score: 9 / 10 “The Renault Austral has been updated with a blingy new grille, comfort upgrades and other design tweaks, building on what was already a smart, economical and well-equipped package. We enjoyed living with the pre-facelift Austral on long-term test, and this latest version is a worthy rival to the Nissan Qashqai.” Author: Catherine King Read review
Model reviewed: Pre-facelift (2022 – 2024) range Score: 9 / 10 “Renault’s mid-size Austral hybrid SUV is good looking, packs some clever touches and proves very good on fuel.” Author: Erin Baker Read review
Business Car
Model reviewed: 1.2-litre petrol/electric hybrid Esprit Alpine Score: 7 / 10 “On first impressions, the Renault Austral is an attractive, innovative SUV that needs more dynamic work.” Author: Martyn Collins Read review
Car
Model reviewed: 1.2-litre petrol/electric hybrid Score: 6 / 10 “The new Renault Austral doesn’t excite. Despite headline features like that four-wheel steering or Alpine trim levels, this car is going to be just another Qashqai alternative. Every mainstream manufacturer needs one. It’s not a bad effort, though, and feels significantly more upmarket than the Kadjar it replaces.” (Tom Wiltshire) Read review
Carbuyer
Model reviewed: Range overview Score: 8.2 / 10 “The Renault Austral is a comfortable, spacious and hi-tech SUV that’s a big step up from the outgoing Kadjar.” Author: Sean Carson, Andy Goodwin Read review
Heycar
Model reviewed: Range overview Score: 7 / 10 “”The Renault Austral handles tidily enough and on first impressions seems to ride pretty well. The four-wheel steering option makes it agile too. It’s a shame that the hybrid model doesn’t encourage sporty driving, then.” (Lawrence Allan) Read review
Honest John
Model reviewed: Score: 6 / 10 “The Renault Austral isn’t a household name like some of its rivals, but it’s a better car than the old Kadjar. The cabin is a big step forward, the technology is impressive and the hybrid is exceptionally efficient – it’s just a shame the UK doesn’t get the cheaper petrols.” Read review
Motoring Research
Model reviewed: Range overview Score: 8 / 10 “Practicality could be better, and the hybrid setup isn’t totally seamless, while we sense prices are set to take a jump. But, overall, the Renault Austral is an interesting new entrant in the family SUV class, which brings some welcome new tech and usability. It’s well worth a look.” Read review
Parkers
Model reviewed: Range overview Score: 8 / 10 “The Renault Austral a good family SUV with a great safety record and plenty of technology, even if it won’t set your pulse racing. Most importantly, it’s a huge step up over the old Kadjar and it promises to be affordable to run.” Author: Luke Wilkinson Read review
The Scotsman
Model reviewed: 1.2-litre petrol/electric hybrid Iconic Esprit Alpine Score: 7 / 10 “The Renault Austral is a Qashqai rival that brings impressive efficiency and some unique technology in its bid to be a contender.” Author: Matt Allan Read review
The Sun
Model reviewed: Range overview “the Austral will be easier on the eye than those cars to many and if Renault can get its monthly finance right there’s enough comfort, quality and good tech here to make it a worthy choice. Just leave it in Comfort mode if you do.” Read review
The Sunday Times
Model reviewed: 1.2-litre petrol/electric hybrid Esprit Alpine Plus Score: 6 / 10 “The Renault Austral is significantly better than the old Kadjar it replaces. It’s better to drive, more distinctive inside and more stylish outside, as well as being more efficient and considerably more high-tech. Overall, it’s a vast leap forward for Renault. It isn’t quite good enough to beat its rivals but it isn’t without its talents, and that should be enough to ensure it takes a respectable slice of the huge family SUV pie.” (James Fossdike) Read review
The Telegraph
Model reviewed: 1.2-litre peetrol/electric hybrid Iconic Esprit Score: 6 / 10 “While it has its high points, the main one being the efficient hybrid system, which has come of its own with the 1.2-litre engine, the Renault Austral is completely underwhelming in this class of virtually identical family SUVs. It’s OK but quite unexceptional, and the Alpine sub-branding doesn’t do much to lift it above the common herd.” (Andrew English) Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “The Renault Austral is well-trimmed, feels high-tech, and uses little fuel. If you want a hybrid crossover, it’s a good choice.” Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Clean Air Index: 6.5 / 10 Energy Efficiency Index: 5.3 / 10 Greenhouse Gas Index: 3.9 / 10
Emissions testers Green NCAP comment that the Austral’s hybrid engine offers generally reasonable fuel consumption figures and that its “emissions are well and robustly controlled”, but the SUV needs significantly more energy to power its engine in very cold weather, which hinders its economy evaluation.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Hybrid models
60 mpg
B
CO₂ output
Average
Score
Variation
Score
Hybrid models
107 g/km
A
Insurance group
Average
Score
Variation
Score
All models
22
B
Service and maintenance
Cost
Score
Year 1
£254
C
Year 2
£607
C
Year 3
£991
C
Year 4
£1,148
C
Year 5
£1,555
C
Overall
£4,555
C
The Renault Austral is a relatively affordable car to own and run, according to five-year ownership data supplied exclusively to The Car expert by our technical partner, Clear Vehicle Data.
Fuel consumption is good for a large-ish family SUV, while insurance premiums should also be very competitive. Servicing costs over the car’s first five years are only average, however.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of December 2025, we don’t have enough reliability data on the Renault Austral 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 Austral, we’ll publish the results here.
Warranty rating
New car warranty information for the Renault Austral
Overall rating
C
50%
New car warranty duration
3 years
New car warranty mileage
60,000 miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Renault’s new car warranty is pretty much the bare minimum, and falls short of many rivals. The duration is three years with a limit of 60,000 miles, while some other brands offer up to seven years.
In addition to the standard new car warranty, the Austral hybrid models have an eight-year/100,000-mile warranty for the battery components.
Warranty on a used Renault Austral
If you are buying an ‘Approved Used’ Renault Austral from an official Renault dealership, you will get a minimum 12-month warranty included.
If you are buying a used Renault Austral from an independent dealership, any warranty offered will vary and will probably be managed by a third-party warranty company.
If you are buying a used Renault Austral from a private seller, there are no warranty protections beyond any remaining portion of the original new car warranty.
If you’re looking to buy any used car that is approaching the end of its warranty period, a used car warranty is usually a worthwhile investment. Check out The Car Expert’s guide to the best used car warranty providers, which will probably be cheaper than a warranty sold by a dealer.
Date: February 2024 Recall number: R/2024/038 Model types: All Build dates: 04/2022 to 11/2023 Number of vehicles affected: 3,620 Defect: When the easy access function is used on the front seats, they may move and come into contact with someone in the rear passenger seat, possibly causing injury. Remedy: As a preventive measure, the remedy consists of updating the configuration files of the front seats’ computers.
As of September 2024 (our most recent data point), there has been one DVSA vehicle safety recall on the Renault Austral. However, recall information is updated very regularly, so this may have changed.
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 Renault 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 Austral, you should insist that any outstanding recall work is completed before you take delivery of the vehicle.
There are fewer more disheartening sounds than the tell-tale ‘click’ of an engine with a flat battery. Or a glance at the instrument panel to see a dimmed display or perhaps no lights at all.
If there is any noise coming from under the bonnet it’s possibly a tortuous, laboured sound of an engine that clearly isn’t going to start.
These all point towards a flat battery and, therefore, a car that’s not going anywhere. It’s a sinking feeling, but it doesn’t have to last long – if you know what you’re doing. There are worse things that can happen to a car than have a flat battery and most people can start one using jump leads.
These useful pieces of equipment take power from a good vehicle (or other source) and use it to power some life, via the struggling battery, into your stranded car. It’s well worth having a set of leads tucked away in the boot of your car.
Starting a car with jump leads
1. You will need a friend, family member or kind fellow motorist to help you out by loaning you the use of their car’s power. Ask them to pull up alongside your car, and open both vehicles’ bonnets.
2. Take your jump leads, making sure they are untangled and separate; a red lead and a black lead. Check they are in good order and without exposed cables. They have a large spring-loaded ‘croccodile’ clip at each end which attaches to the battery terminals of your stranded car and to that of the good car. It’s important that these are connected in a certain way to avoid damaging either vehicle or giving yourself a nasty shock.
3. Have a look at where both batteries are under each bonnet and make sure the cables are going to reach between them. That might involve moving the good car until it is positioned so that both batteries are close together. Remove any covers on the terminals but don’t disconnect any other wiring. Have a quick look to see that neither battery is damaged or leaking.
4. Before you connect anything, check that your surroundings are safe and try to work as far away from moving traffic as possible. Remove any loose clothing that could become entangled in either working engine and if you have long hair, tie it back.
5. With both cars switched off, attach one clip from the red lead to the positive terminal on the flat battery. The clip should also be coloured red or have a plus (+) symbol on it. Then take the other end and attach it to the positive terminal of the good battery.
6. Now attach one end of the black jump lead to the negative terminal (-) of the good battery and attach the other black lead’s clip to an earthing point such as bodywork or a metal part of the stranded car’s engine.
7. Make sure everyone is standing clear and start the good car, letting it settle to an idle. When you’re happy it’s ticking over nicely, try to start the dead engine. It should fire almost immediately but if it doesn’t, don’t panic. Let everything stay running for five minutes and try again. It should now start. If there is still nothing, you probably have a bigger problem than a flat battery.
8. Assuming everything is now running, remove the leads in the reverse order that you put them on: negative from the metal surface, negative from the good car, positive from the previously stranded car, positive from the good car.
Power pack
You can buy power packs which are portable storage units that you charge at home and which keep for months holding their power. They will have red and black cables just like the jump leads and connecting them up is similar: red (+) crocodile clip on the positive terminal of the flat battery and the black (-) clip on the negative terminal. That should provide the spark you need to get any car going.
Jump starting a car is a straightforward and fairly simple process but it’s important that everything is done methodically and in the right order. Following the procedure should have you up and running quickly.
Volkswagen has announced that it will start selling a seven-seat ‘long wheelbase’ version of its all-electric ID. Buzz people carrier next year, which is 25 centimetres longer than the standard model and introduces an additional battery choice to the options list.
The ID. Buzz LWB builds on the standard model’s five-seat configuration by adding a third row in the rear. To make room for this extra row, the body has been stretched to almost five metres in length – around the same size as the Volkswagen Multivan people carrier.
This long wheelbase version offers 306 litres of boot space with all seats up, and 1,340 litres with the final row of seats folded. You can also opt to remove all five rear seats, which creates a van-like load bay with 2,469 litres of storage room.
A larger model means a larger battery option too. The ID.Buzz LWB will feature a 77kWh battery as standard, like the standard range, but will also be available with a more powerful 85kWh battery pack that is paired with a rear-mounted 286hp electric motor. Acceleration from stationary to 62mph reportedly takes 7.9 seconds.
Volkswagen says that this new powertrain pairing will increase the people carrier’s maximum range. By comparison, the five-seat ID. Buzz with a 77kWh unit can officially muster 258 miles on a single charge.
Inside, this long wheelbase model is equipped with the same on-board tech as the standard range, including the 13-inch central infotainment screen and the five-inch digital instrument cluster behind the steering wheel. The brand’s ‘ID. Buzz Box’ storage compartment sits in between the two front seats and all rear seats come with adjustable backrests.
A head-up display projects driving information onto the windscreen when on the move, and the car’s climate control buttons are now back-lit so front occupants can see them better at night.
That sums up what we know about the Volkswagen ID. Buzz so far – UK pricing and specifications are sure to follow in the coming months.
Currently holding an Expert Rating of 77%, the ID. Buzz has been widely praised by the British motoring media for its unique looks, which stand out from its people carrier rivals. The electric MPV offers a competitive battery range and strong resale values, but its pricing is very steep when compared to its more spacious competitors.
The compact fourth-generation Toyota Yaris hatchback has been given its first model update since its arrival in 2020, which includes some minor cosmetic touches, an infotainment upgrade, improved safety features, a new range-topping trim and the addition of a more powerful hybrid engine option.
This subtle facelift comes as Toyota attempts to keep the Yaris competitive with other class-leading small car choices like the SEAT Ibiza and Volkswagen Polo, which have had their own mild updates since the Yaris picked up the European Car of the Year title in 2021.
The car’s exterior looks remain unaltered, apart from the redesigned five-spoke alloy wheel pattern. The facelift is more noticeable in the cabin, with a bigger infotainment touchscreen available in the centre of the dashboard.
The entry-level models still come with a seven-inch central screen, but higher trims will feature an 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 biggest change though is the extra engine option – the 1.5-litre Yaris ‘Hybrid 130’. Offering 15hp more than the standard 115hp ‘Hybrid 115’, this more powerful hybrid engine shaves off half a second in a 0-62mph sprint, reportedly reaching 62mph in 9.2 seconds.
Thanks to the re-tuned electric motor, the ‘Hybrid 130’ offers more torque at all engine speeds, which Toyota says makes it feel more responsive than the standard hybrid engine.
This second engine option comes as standard with the ‘GR Sport’ trim, and the new range-topping ‘Premium Edition’ grade which also includes a keyless entry function that can be controlled through a smartphone, larger 17-inch alloy wheels, a blue two-tone paint finish and blue seat stitching and interior accents.
Toyota is yet to announce UK pricing for the facelifted Yaris range – this is sure to follow in the coming months. At the moment, pre-facelift Yaris pricing starts at just over £22k. The manufacturer says that it will start taking orders in and around the Autumn period, with the first customer orders arriving early next year.
Currently holding an Expert Rating of 68%, the Toyota Yaris has been praised for its packaging and refined hybrid powertrain, which makes good use of its electric power in urban driving. However, reviewers comment that the starting price is quite high and that its interior lacks the flair of some rivals.
Consumer new car sales were down for the second month in a row according to May registration figures published this morning, although fleet sales were again up, which meant the overall market saw growth of 17%. EV sales showed small signs of improvement as well.
Data published today by the Society of Motor Manufacturers and Traders (SMMT) showed that private new car sales were down by half a percentage point over the same month last year, while fleet registrations were up by 37%, leading to an overall market increase of 17%.
Although the overall results are being touted as a record tenth consecutive month of ‘growth’, it’s more accurate to describe it as another month of ongoing recovery as the car industry continues to get back up to speed after more than three years of disruption.
Fewer than 65,000 new cars were registered to private customers in May, which is 17% fewer than the 79,000-odd registered in May 2019, the last year before the Covid-19 pandemic. And although a 37% growth in fleet numbers looks good, it’s still 24% behind the 2019 results. So the overall market is still 21% below pre-pandemic levels.
Private sales falling behind last year
Car manufacturers will be concerned about the ongoing reluctance of consumers to buy new cars. A small decrease compared to last year (about 300 cars) might seem relatively inconsequential, but last year was 10% down on the year before so the industry would have been hoping for better.
After another month of slowing sales, the private new car market is now 3,000 units behind last year’s results after the first five months of the year. This is despite improving new car availability with reduced waiting times, and more deals returning to the marketplace.
For fleets, it was another month of welcome, yet superficial, improvement. The numbers were 37% better than last year, but last year was 30% down on the year before – and that was one of the better months in 2022 for fleet registrations.
So it is certainly good news, but not quite as good as various press releases (that bounced through only minutes after the SMMT data was published) would have you believe.
May
Buyer
May 2023
May 2022
% change
Market share 2023
Market share 2022
Private
65,932
66,242
-0.5%
45.4%
53.3%
Fleet
76,207
55,649
36.9%
52.5%
44.7%
Business
3,065
2,503
22.5%
2.1%
2.0%
Total
145,204
124,394
16.7%
Source: SMMT
Year to date
Buyer
YTD 2023
YTD 2022
% change
Market share 2023
Market share 2022
Private
355,527
358,581
-0.9%
46.0%
54.2%
Fleet
398,024
287,229
38.6%
51.5%
43.4%
Business
18,903
15,311
23.5%
2.4%
2.3%
Total
772,454
661,121
16.8%
Source: SMMT
EV sales improve, but not as much as they need to
EV registration data followed a similar story – some superficially good results, but somewhat lacking when you look a little deeper.
The headline figure is that EV sales were up 59% on the same month last year, which is true. But this result still meant that EV market share was still only at about the same level as the whole-year results for 2022. Given that we are supposed to be ramping up to the end of new petrol and diesel car sales by 2030, the growth is stil sub-par.
The month’s results were also helped by a boatload of deliveries from Tesla, which registered more than 3,400 cars this May compared to just 25 last year. As we frequently remind regular readers, Tesla causes masssive swings in the EV market because of its boom-and-bust nature of operations.
Year-to-date, EV market share is stronger than it was over the same period last year, but still behind 2022’s full-year results. That’s despite an ever-increasing number of electric models entering the marketplace and pricing generally getting more competitive against petrol cars. In other words, we’re going to need another very strong second half of the year to see real progress towards the 2030 targets.
Plug-in hybrids showed small improvement, but also remain behind year-to-date results in terms of overall market share. Diesel sales continue to fall, to no-one’s surprise, while petrol’s overall market share was up slightly.
We’ll analyse market share in more detail next month, which marks the first half of 2023 new car sales. This will be more relevant than looking at individual months.
New car registrations by fuel type – May
Fuel
May 2023
May 2022
% change
Market share 2023
Market share 2022
Petrol*
82,800
73,609
12.5%
62.2%
61.8%
Electric
24,513
15,448
58.7%
16.9%
12.4%
Hybrid
17,792
14,561
22.2%
12.3%
11.7%
Diesel*
11,074
13,437
-17.6%
8.3%
11.3%
Plug-in hybrid
9,025
7,339
23.0%
6.2%
5.9%
Total
145,204
124,394
16.7%
*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*
440,712
379,485
17.0%
57.1%
57.4%
Electric
121,268
92,512
25.6%
15.7%
14.0%
Hybrid
98,679
76,624
30.3%
12.8%
11.6%
Diesel*
62,410
68,951
-7.5%
8.1%
10.4%
Plug-in hybrid
49,385
43,549
11.5%
6.4%
6.6%
Total
772,454
661,121
16.8%
*includes mild hybrids Source: SMMT
Good month, bad month
Even with overall market improvement of 17%, there were some brands that did even better and some brands than underachieved compared to the same month last year.
The Ford Puma remained at the top of the sales charts for a second month in May with another strong result, which also means that it has grabbed the overall 2023 sales lead from the Vauxhall Corsa.
The top ten was rather jumbled in May, with strong performances from the Vauxhall Mokka, Audi A3, Volvo XC40, Tesla Model Y and Toyota Yaris. From last month’s top ten, the Kia Sportage, Volkswagen T-Roc, Ford Fiesta, MG ZS and Mini hatched were all dumped out.
The Nissan Juke continued its strog run in 2023, moving up to fourth place in year-to-date sales behind its bigger sister, the Qashqai.
We’ll have our usual detailed look at the top ten in the next couple of days.
Car manufacturers are increasingly offering environmentally-friendly alternatives to traditional leather car seats, such as BMW’s ‘Veganza’, Mercedes-Benz’s ‘Artico’ and Volvo’s ‘Nordico’. In particular, there’s a new trend for ‘vegan leather’ over and above any old ‘synthetic leather’ materials.
Let’s take a look at what these materials are actually made of, and how they compare with conventional leather trims that these brands have sold for decades.
So, why the move away from traditional leather?
There are a few reasons why car companies are increasingly turning towards man-made and organic leather alternatives.
Firstly, the industry has been responding to growing public demand for the use of environmentally-friendly materials in the last decade. Like the food and fashion industries, the motoring sector has been a heavy user of animal skins for many decades. With more and more customers looking for products that are animal-free and don’t harm the environment, car manufacturers are inevitably starting to respond.
Some brands have started offering ‘vegan leather’ as the default interior trim on some models, and this could potentially persuade would-be buyers to choose their model over alternatives still using real leather.
The ethics debate around leather
Even customers who are not vegans are starting to demand alternatives. Leather tanning is a byproduct of the mass animal slaughter in the agricultural industry, which produces high CO2 emissions. Concerns have also been raised about some ‘bad actors’ in the leather tanning industry with some potentially unsafe work conditions for workers – another significant ethical issue.
That said, these ‘bad actors’ do not represent the global leather tanning industry as a whole, which follows rigid health and safety codes. A 2021 study by the University of Montana also concludes that leather production has no direct impact on the number of cattle being slaughtered. On average, hides represent about 1% of the value of the animal at slaughter, and as much as 40% of animal hides are already disposed of without further processing.
Therefore, a decline in leather production in favour of animal-cruelty free alternatives is unlikely to reduce the large emissions of the agricultural industry as a whole. The leather industry argues that the animals will still be killed for other uses, so should their hides simply go to waste?
So, where should an ethical consumer stand in all of this? Using your buying power to make a stand against animal slaughter is noble, but customers should understand that wide scale rejection of traditional leather is unlikely to impact the amount of animal rearing and slaughter and its subsequent emissions, and has the potential to increase global emissions long term due to the disposal of an increasing amount of unprocessed hides and skins.
Buyers concerned about their impact on the environment should also question the leather alternative that their car brand is offering – some use synthetic materials produced using fossil fuels.
Car manufacturing costs and emissions
Car manufacturers are all working to reduce their manufacturing emissions – although you’re welcome to debate whether this is for moral reasons or legal obligations. Making real leather requires a lot of resources, including some harmful chemicals that in turn produce waste and pollution.
By comparison man-made and organic leathers require fewer resources to manufacture. Plant-based materials produce little to no waste, helping the car brand meet its lower emissions targets. On the other hand, man-made plastic materials that are often used produce similar amounts of waste to traditional leather production.
Finally and crucially, these man-made leather alternatives are simply cheaper to make, as the basic materials are often much cheaper to buy than animal hide, largely because the production process uses less energy and is more water-efficient. This makes offering leather alternatives an attractive option for car brands, as they get to cut costs and appeal to the rising number of eco-conscious buyers at the same time.
What is vegan leather made from?
At the time of writing, ‘vegan leather’ is a rather loose term for any leather-like material that does not include animal hide in its composition.
Car brands that sell vegan leather trims tend to remain tight-lipped about which materials they use. Low cost, low emission organic materials can include the likes of mushroom fungi, pineapple leaves, tree bark, apple skins and grape skins, which are dried and pressed into a thin sheet. When just these materials are used, car brands also often call this upholstery trim ‘plant-based leather’.
However, this plant-based leather is often lumped together with other synthetic materials under the term ‘vegan’. Also known as artifical leather, faux leather, leatherette or even pleather (plastic leather) – depending on what the marketing departments think will sound most appealing to customers – it’s made from plastics that are coated in vinyl and then textured to look like real leather.
No animal products are used in the production of synthetic leather, which certainly improves its ethical standing. From an environmental point of view, however, it’s not quite as clear-cut. The plastic materials used in synthetic leathers are made using fossil fuels and are not truly biodegradable, unlike animal hides, and the manufacturing process results in similar amounts of waste to traditional leather production.
In essence, the key benefit of synthetic leather to car companies is to save costs rather than save the environment.
Will I see any differences between these new eco-friendly leathers and real leather?
In short, yes. It may look almost like the real thing and make the cost of buying a new car slightly cheaper, but synthetic leathers are often less durable than natural leather, which means they aren’t likely to last as long and are more prone to tearing. If you’re buying a used car that’s several years old, this could be quite noticeable.
This could lead to unexpected costs to repair your car seats compared to natural leather seats, so your longer-term ownership costs could be higher.
Plastic-based leathers also don’t offer as much ventilation as natural leather, so you may notice more perspiration on your lower back and legs on longer drives, especially in warmer weather – in much the same way that polyester fabrics in your clothes don’t offer as much air circulation as natural cottons or wools.
Although the manufacturing process for vinyl and synthetic trims have improved over the years, many artificial leathers lack the same softness and suppleness as natural leather, so they may not feel as comfortable. This also accelerates wear, as the materials don’t move and stretch like natural fibres do.
Artificial leathers also don’t age naturally over time and use like real leather, so you won’t get a natural patina to a car interior like you see in older luxury cars that feature real leather.
Vegan and synthetic leathers: pros and cons
Pros
Usually cheaper than real leather (though vegan leather can come with a premium, depending on the brand)
No animals are slaughtered to produce car interiors
Can be more eco-friendly to produce, although not as much as you might think
Cons
Not as tough or durable as these materials are thinner
Not as supple as natural leather, so not always as comfortable
Which car brands offer vegan leather or synthetic leather trims?
Tesla was one of the pioneers of this movement, and started offering vegan upholstery options a few years ago. Today, a growing number of brands, from mainstream manufacturers to luxury marques, offer their own alternatives to traditional leather trims. Some examples are:
Bentley was one of the first to jump on this eco-friendly trend. It started offering vegan leathers in 2017, selling leather alternatives made of mushrooms and grape skins.
BMW made a commitment to rolling out vegan leather interiors last year. The company now offers its ‘Veganza’ upholstery as standard in its new 5 Series and 7 Series model lines.
Ford offers the electric Mustang Mach-E as standard with a faux leather interior, which won an award from animal-rights charity PETA for being ‘cow-friendly’.
Mercedes-Benz has offered ‘Artico’ (quite literally a portmanteau of ‘artifical cow’) upholstery across its range for many years, and has trialled mushroom- and cactus-based vegan leathers in a recent concept car.
Mini, like its parent company BMW, has made a commitment to selling 100% sustainable vehicles in the near future, and vegan leather plays a part in this.
Tesla‘s most popular models, the Model 3 and Model Y, both come as standard with synthetic leather seats and a vegan leather steering wheel.
Toyota has its own brand of faux leather called ‘Softex’, which it says is as durable as real leather. Unfortunately it’s not currently available on the brand’s new car range in the UK.
Volvo has made a commitment to stop using traditional leather altogether by 2030. Its ‘Nordico’ leather alternative is made from recycled bottles and corks from the wine industry, and organic materials sourced from forests in Finland and Sweden.
Make and model: Maserati Grecale Description: Midsize SUV Price range: from £61,570 (plus options)
Maserati says: “The new Maserati Grecale SUV is ‘The Everyday Exceptional’: with the right balance between sportiness and elegance, it inaugurates a new segment for the Brand.”
We say: The Grecale is a great addition to Maserati’s model range, offering a practical luxury car that’s very competitive on space for passengers and luggage.
Maserati’s mid-size SUV is finally here, entering into an extremely competitive market. Launched at the end of 2022, the Grecale certainly fits Maserati’s modern image with a touchscreen focused interior, elegant styling and plenty of space.
Following on from the larger Levante SUV, the Grecale is tasked with significantly increasing Maserati’s sales numbers and profitability. It joins a number of premium mid-size SUVs in the marketplace, such as the Porsche Macan, BMW X3/X4 and Jaguar F-Pace.
An all-electric model is planned for the UK later in the year which will go head-to-head with the Tesla Model Y, BMW iX3 and Genesis Electrified GV70.
As of June 2023, media reviews of the Maserati Grecale have earned the car an overall Expert Rating of 61% on The Car Expert’s award-winning Expert Rating Index. The launch of a new electric version will likely produce more reviews later in the year so this rating could well move up or down a few points.
The Grecale is Maserati’s answer to the Porsche Macan. It’s a mid-size luxury SUV that sits below the larger Levante in Maserati’s lineup. Whilst this segment of the market has grown considerably over the past few years, Maserati is fairly late to the party with its offering for this class. But this doesn’t mean it’s not a strong contender to take on its German rivals.
Something of a tradition for Maserati, the Grecale is named after a famous Mediterranean wind. But look past the name and it’s a luxury family car or, thanks to its ride height, an upmarket alternative that’s easier to get in and out of than a saloon.
First impressions
Cars in this class tend to carry a family resemblance to their siblings. From the outside, the Grecale is clearly inspired by the Levante but gets a different headlight design. The two models don’t feel drastically different in cabin space, so it doesn’t seem like you’re missing out on a great deal of room by opting for the Grecale.
The ride height makes it easily accessible, which is especially useful for passengers in the back or helping children into car seats. It’s practical but the luxury touches throughout make it a desirable car to spend time in.
We like: An attractive alternative to popular manufacturers We don’t like: Too close to the Levante for comfort?
What do you get for your money?
The entry level GT trim starts from about £61.5k, rising to just under £68k for the Modena and a smidge under £100k for the Trofeo spec. For a car in this class, the Grecale starts from around £10k more than rivals like the BMW X4 and Range Rover Velar. As always, the top-spec version is the priciest and arguably an unnecessary sporty upgrade for a car that’s not a sports car.
An all-electric version dubbed the Grecale Folgore is expected later in the year, so expect prices for that to be considerably higher. Until then, there’s a choice of a 2.0-litre petrol engine (with a bit of mild hybrid assistance) or the 3.0-litre petrol V6 engine as found in the MC20 sports car.
The Grecale hasn’t yet been tested by Euro NCAP to establish its safety credentials, but some tech such as automatic emergency braking comes as standard. Blind-spot monitoring, lane-keeping assistance and adaptive cruise control are all part of an optional driver assistance pack, which is around £2,500 on top.
A three-year warranty comes with the vehicle, as well as the opportunity to enter an extend that for a fourth year at extra cost.
We like: Choice of petrol or (soon) electric power We don’t like: Too much safety equipment is optional rather than standard
What’s the Maserati Grecale like inside?
It’s suitably swanky inside, effortlessly oozing the luxury feeling with comfy leather seats, soft touch materials and a solid central screen. The main touchscreen is compatible with Apple CarPlay and Android Auto.
Another smaller screen juts out towards the bottom of the main touchscreen, which houses the climate controls. Annoyingly, it’s easy to brush your hand on this section when using the main screen and accidentally change the temperature or volume settings.
Between the two screens sits the gear selector buttons, so it makes you look around for a gear stick until you get used to this placement. Instead, it frees up space between the driver and passenger for cupholders and an armrest.
In terms of practicality, there are Isofix points in the rear seats. Passengers in the rear have plenty of head and leg room, even with a taller driver up front. Indeed, the decent levels of space in all directions make the larger Levante look rather inefficient.
We like: High quality materials add to premium feel We don’t like: Over sensitive climate control screen
What’s under the bonnet?
GT and Modena trims get the same 2.0-litre petrol engine but Modena gets a slightly more powerful iteration. Both come with mild hybrid assistance, which gives a small boost to performance and economy but doesn’t allow for electric-only running. All specs are paired with an eight-speed automatic gearbox and there are paddles behind the steering wheel to change gears manually. The top-spec Trofeo shares its 3.0-litre V6 engine with Maserati’s new MC20 supercar, but the power is toned down for the SUV.
From Modena to Trofeo, power jumps up by 200hp, which makes the Trofeo louder and much quicker off the line. The next version of the Grecale will be the fully electric Folgare (Italian for ‘lightning’), which is expected to arrive in a few months.
The mild hybrid tech helps the four-cylinder Grecales achieve around 31mpg, while the Trofeo gets about 25mpg. This sort of fuel economy range is pretty par for the course for mid-size luxury SUVs, but better fuel economy can be achieved with something like a plug-in hybrid Range Rover Velar.
What’s the Maserati Grecale like to drive?
The minor power difference between the GT and Moderna means the entry-level model is a good pick. Its hybrid engine smooths out the ride but there’s a little lag off the line if you plant your foot hard. For gentle cruising, all versions of the Grecale are more than capable.
Top-spec Trofeo is more vocal with its 530hp V6 engine and more pleasing for enthusiastic drivers. Thanks to four-wheel drive as standard, all versions feel grippy and handle well around windy country roads. Inside, road noise is the only sound that reaches the cabin but this is pretty minimal.
The electric power steering firms up the faster you go so it’s very responsive, taking very little input to change lanes. At slow speeds, steering is lighter which makes it easy to manoeuvre the vehicle in tight car parks. Front and rear parking sensors, and a reversing camera, come as standard on all specs. A 360-degree camera system can be added as an optional extra.
Most of the functions are housed in the central screen, which can be a little distracting to use whilst on the move. But when the driving mode changes it shows on the screen and there’s a dedicated area that explains how the driving dynamics have been tweaked for that mode. A graph shows levels of: responsiveness, stiffness, efficiency, acceleration and electronic controls.
We like: Relaxed driving experience and power when you need it We don’t like: Echoey indicator noise
Verdict
The Grecale fits seamlessly into the luxury SUV market, filling out Maserati’s model line up to offer a good alternative to German brands. It ticks a lot of boxes in terms of practicality, up-market feel and good tech.
However, rivals still have the Grecale beaten on price and more efficient engines as some offer plug-in hybrids. It’s a little disappointing that safety equipment like blind-spot monitoring doesn’t come as standard considering the price point.
If you’re looking for something a little different than the usual fare, the Maserati Grecale is definitely worth some consideration. It’s a relaxing space to be in if your daily commute involves motorway driving or a lot of sitting in traffic.
Similar cars
If you’re looking at the Maserati Grecale, you might also be interested in these alternatives.
The Mazda 2 (styled by the company as the Mazda2) was a small, five-door hatchback. It was removed from sale in 2025, ultimately replaced by a completely separate small hatchback called the Mazda 2 Hybrid.
This model was launched in late 2014, and received its first major update in late 2019. There were various limited-edition specifications over its, and the 1.5-litre diesel model was dropped relatively early on.
The car was given another facelift in 2023, which renamed the trims on offer, introduced some minor cosmetic changes and a higher standard specification.
The Mazda 2 received positive reviews from the UK motoring media throughout its life, although more recent reviews rated it lower than older reviews as newer rivals have arrived on the scene.
The 2 was praised for its comfort and fuel economy, particularly its SkyActiv petrol engines. However, it was also criticised for being cramped inside – especially in the back seats – and for feeling rather dated compared to newer rivals.
This version of the Mazda 2 was augmented and then ultimately replaced by an entirely different car called the Mazda 2 Hybrid. Rather than being the same car with a hybrid engine, the 2 Hybrid is simply a rebadged Toyota Yaris to help Mazda meet its EU and UK emissions requirements.
As of March 2026, the Mazda 2 currently holds a Used Car Expert Rating of A, with a score of 72%. It scores top marks for its low running costs and CO2 emissions, but its reliability record and media review scores are only average, and its safety rating has expired due to the car’s age.
“Like a mongrel at Crufts, it’s difficult for any small hatchback like the Mazda 2 to stand out in a world of hot-right-now small SUVs. However, the Mazda 2 has always been one of the best looking small cars on sale, more so after its 2019 update.”
“Is the Mazda 2 better than Ford’s Fiesta? The answer is no, but it’s very much a contender that supermini rivals, including Ford, need to take notice of.” Read review
Auto Express
Model reviewed: Range review Score: 6 / 10 “The latest updates can’t help the Mazda 2 keep pace with the latest arrivals in the supermini market.” Read review
Auto Trader
Model reviewed: Range overview Score: 7.2 / 10 “The Mazda 2 is one of the best superminis available. It looks great, is more fun to drive than many rivals, and its frugal engines and high level of standard kit make it an appealing ownership prospect.” Read review
Business Car
Model reviewed: 1.5-litre diesel manual SE-L Score: 8 / 10 “A great little package worth considering.” Read review
Car
Model reviewed: 1.5-litre petrol manual GT Sport Score: 8 / 10 “The Mazda 2 is defined by what it doesn’t have, rather than what it does have. Less weight, less cost and no forced induction make it an unusually engaging supermini to drive. It may not be the obvious choice, if you want a nippy, analogue-feel, good-value supermini, this could well be it.” Read review
Car Keys
Model reviewed: 1.5-litre petrol manual 90hp Score: 8 / 10 “While the Mazda 2 might still be showing its age next to brand new competitors, the tweaks to this supermini have made a big difference. It might not be the best all-rounder, but there’s plenty still to like, and you certainly won’t be disappointed with it next to much newer alternatives.” Read review
Carbuyer
Model reviewed: Range overview Score: 6.8 / 10 “The Mazda 2 is a supermini with neat styling, tidy handling and low running costs.” Author: Ben Custard, Andy Goodwin Read review
Daily Mirror
Model reviewed: 1.5-litre petrol manual Sport Nav “The Mazda 2 looks stylish and grown-up from the outside and particularly good nose on and from the back. And it’s good inside, too.” (Richard Hammond) Read review
Fleetworld
Model reviewed: 1.5-litre petrol manual SE-L Nav “While it’s an evolution not a revolution last time, the Mazda2 builds on its predecessor’s best qualities with improved quality and a more grown up driving experience. It’s an incredibly attractive alternative to the biggest-selling superminis.” Read review
Motors
Model reviewed: Range overview Score: 7 / 10 “If you’re travelling alone or with just the one passenger, then the Mazda 2 is a refined and comfortable companion with plenty of adjustment for the driver’s seat and steering wheel and well padded, supportive seats.” Read review
Parkers
Model reviewed: Range overview Score: 7.8 / 10 “Likeable Mazda 2 is a strong alternative to usual suspects.” Read review
The Sunday Times
Model reviewed: 1.5-litre petrol manual Score: 10 / 10 “A supermini that’s super, if not particularly mini.” Read review
The Telegraph
Model reviewed: 1.5-litre petrol manual Sport Nav Score: 6 / 10 “It’s feeling a little long in the tooth now, but the Mazda 2 offers a sense of lightness, dexterity and control that can’t be matched by some of its newer rivals. Trouble is, you have to live with a cramped interior, a whining gearbox and a noisy engine that isn’t all that helpful where you really need it. At least it’s cheap to buy and run.” Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “Handsome, good to drive and easy to use, like all Mazdas. But the engines are lacklustre and the cabin too dour.” Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
The Mazda 2 was awarded a five-star safety rating from Euro NCAP back when this model was launched in 2015. However, this rating expired in January 2022 as it no longer met the requirements for a five-star car. This is normal practice, as Euro NCAP reviews its ratings on most cars annually with most ratings expiring after about six or seven years.
However, if you are comparing a used Mazda 2 to vehicles of similar age, whose ratings will have probably also expired, its safety rating score is still useful.
Eco rating
Independent economy and emissions ratings from Green NCAP
Clean Air Index: 5.9 / 10 Energy Efficiency Index: 6.9 / 10 Greenhouse Gas Index: 5.6 / 10
The rating above only applies to the 1.5-litre petrol manual variant of the Mazda 2. It does not apply to any other engine/gearbox combination.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Petrol models
58 mpg
B
CO₂ output
Average
Score
Variation
Score
Petrol models
112 g/km
A
Insurance group
Average
Score
Variation
Score
All models
17
A
Service and maintenance
Cost
Score
Year 1
£134
A
Year 2
£395
A
Year 3
£623
A
Year 4
£844
A
Year 5
£1,191
A
Overall
£3,187
A
The Mazda 2 is a very affordable car to own and run, according to whole-life cost data provided exclusively to The Car Expert by our technical partner, Clear Vehicle Data.
The 2 scores almost a straight-A scorecard, with fuel economy scoring a (still very good) B rating. It’s undoubtedly one of the cheapest new cars to own currently on sale.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
Total claims: 21 Average repair cost: £636.65 Last updated: April 2025
The Mazda 2 has a better-than average reliability score, according to warranty claim data provided by our partner MotorEasy.
While MotorEasy warranty holders haven’t submitted many Mazda 2 claims, most problems seem to be fairly inexpensive to repair. the overall numbers are skewed by a few very expensive gerarbox repairs, with an average repair fee of more than £2,800.
If you’re looking at a used Mazda 2, make sure any extended warranty cover you purchase covers all of the potential problem areas shown above.
Warranty rating
New car warranty information for the Mazda 2
Overall rating
E
15%
New car warranty duration
3 years
New car warranty mileage
60,000 miles
Battery warranty duration
0 years
Battery warranty mileage
0 miles
Mazda’s new car warranty for the 2 was basically the bare minimum offered by car manufacturers in the UK, being three years or 60,000 miles, whichever came first.
The company has now upgraded its new car warranty to six years and 100,000 miles, but this is not retrospective and so does not apply to the Mazda 2.
Warranty on a used Mazda 2
If you are buying an ‘Approved Used’ Mazda 2 from an official Mazda dealership, you will get a minimum 12-month warranty included.
If you are buying a used Mazda 2 from an independent dealership, any warranty offered will vary and will probably be managed by a third-party warranty company.
If you are buying a used Mazda 2 from a private seller, there are no warranty protections beyond any remaining portion of the original new car warranty.
If you’re looking to buy any used car that is approaching the end of its warranty period, a used car warranty is usually a worthwhile investment. Check out The Car Expert’s guide to the best used car warranty providers, which will probably be cheaper than a warranty sold by a dealer.
Date: January 2022 Recall number: R/2021/435 Model types: All Build dates: 10/2017 to 10/2018 Number of vehicles affected: 26,974 Defect: The impeller in the low-pressure fuel pump may become deformed, causing fuel pump failure. Remedy: Replace the low-pressure fuel pump with an improved part.
Date: October 2018 Recall number: R/2018/256 Model types: All Build dates: 01/2018 to 05/2018 Number of vehicles affected: 1,362 Defect: Subject vehicles may be fitted with an incorrect purge valve bracket. Remedy: If the incorrect part has been installed, the part needs to be replaced. If there is any evidence of fouling between components, the fuel pipe will also be replaced.
Date: April 2018 Recall number: R/2018/087 Model types: All Build dates: 04/2015 to 11/2017 Number of vehicles affected: 4,858 Defect: On the subject vehicles, the engine protection logic does not work properly. When the engine speed reaches maximum with no engine load present, the software is unable to cut the engine. This could, in extreme cases, cause catastrophic engine failure. Immediate and catastrophic engine damage may result. Remedy: Re-program the engine protection software within the PCM.
Date: January 2018 Recall number: R/2018/017 Model types: All Build dates: 04/2016 to 04/2017 Number of vehicles affected: 8,081 Defect: On the subject vehicles, the tolerances of the teeth on the handbrake sector gear are outside design specifications. This reduces engagement between the handbrake sector gear and the ratchet pawl and can cause the handbrake to disengage unexpectedly. This could cause the parking brake to release unintentionally and the vehicle to move unexpectedly. Remedy: Replacement of handbrake lever mechanism.
Date: July 2017 Recall number: R/2017/203 Model types: All Build dates: 05/2016 Number of vehicles affected: 650 Defect:Surface finishing of brake hose retaining clip may be insufficient, causing possibility of corrosion and failure of clip. Remedy: Replace brake hose clips with modified ones.
Date: August 2016 Recall number: R/2016/186 Model types: All Build dates: 01/2015 Number of vehicles affected: 1,489 Defect:Silicone may have adhered to the welding surface of the roll-over valve (ROV) fitted to the fuel tank. The presence of silicone may have an effect on the welding causing the possibility of a fuel leak. Remedy: Replace the fuel tank.
As of September 2024 (our most recent data point), there have been six DVSA vehicle safety recalls on the Mazda 2 to address different issues.
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 Mazda 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 Mazda 2, you should insist that any outstanding recall work is completed before you take delivery of the vehicle.
Nissan has added an additional ‘Kuro’ edition trim to its Qashqai e-Power hybrid range, which the brand says gives the SUV “a darker personality”.
Based on the mid-range ‘N-Connecta’ trim level, which already includes front parking sensors, rear privacy glass, ambient lighting in the cabin and a 360-degree parking camera, the ‘Kuro’ adds a black gloss finish to the 18-inch alloy wheels and a glass roof pack – usually reserved to the range-topping ‘Tekna’ grade.
Opening the front doors also reveals illuminated kicking-plates on the underside of the door frames, and a wireless smartphone charging pad is also included. Customers can choose between three different two-tone colour schemes.
Pricing for the Qashqai e-Power ‘Kuro’ edition starts at just under £37k – costing around £1k more than the Qashqai e-Power ‘N-Connecta’ it is based on.
Built in Nissan’s Sunderland factory in the UK, the Qashqai is proving to be one of Britain’s most popular SUV options as 2023 progresses. With a current Expert Rating of 73%, the Nissan Qashqai has been commended by UK reviewers for its extensive user-friendly tech and impressive safety kit, though some journalists conclude that the SUV has an irritating manual gearbox.
It’s often not initially clear to most people what the difference is between car warranty cover and car insurance cover, and often they are thought to be one and the same. Over the years, we’ve had many questions from people asking why their warranty won’t cover certain costs that are really insurance issues, and vice versa.
What tends to cause at least some of the confusion is that a warranty is actually a specific type of insurance policy for your car, but it’s a different kind of cover to ‘car insurance’.
The two products are significantly different forms of consumer protection and each is aimed at protecting you and/or your car in different ways, although there may be some overlap at times – which can cause further confusion.
In conjunction with our commercial partner, ALA Insurance, we help you understand the differences below.
You’re driving along and suddenly your dashboard lights up with a bunch of warning lights, while at the same time smoke and steam start to rise from under your bonnet. Assuming you have a valid warranty on your car, that’s what it’s there for.
If you have a new car warranty, it should cover almost any failure that occurs during the warranty term – even a catastrophic engine failure. If it’s an aftermarket warranty, it will depend on the level of cover you have paid for. It may cover you for a certain level of expense, but you may have to foot the bill for anything above that amount.
Your warranty cover will assume that you have had the car serviced on time and every time, following the servicing instructions set out by the manufacturer. It will also assume that you are driving normally – illegal activity like street racing won’t be covered, and track days are normally excluded as well.
Accident protection: car insurance
Unfortunately, some events occur can cause damage to your car beyond the proper functioning of parts. For example, if you have an accident that damages your car, you’d be calling your car insurance provider rather than your warranty provider. Car insurance is also important for making sure you are covered if your car causes damage to someone else or their property.
Sometimes you can’t prevent such things from happening, and an accident or incident may not be your fault at all. Most car insurance policies will give you some sort of cover here, so it can be crucial to ensure you don’t have to pay huge sums out of your own pocket for an accident that wasn’t your fault.
Component failure: car warranty
A warranty doesn’t just apply when your car is stuck by the side of the road with steam pouring out of it. Any time your car has a part that malfunctions in the normal course of driving, like a mirror or tail light, it will be the car warranty that you turn to (assuming you have one, of course).
Essentially, a warranty will ensure that your car parts do what they’re supposed to do for the length of time they’re supposed to do them. If one of them fails due to no fault of your own, your warranty should cover you for some or all of the cost of a replacement part and its installation.
Aftermarket warranties will often cover you for certain components but not others, so be sure to check what a policy offers before handing over your cash. There may also be a limit to the value of each component covered, so you may still have to pay for any additional cost over that limit.
An aftermarket warranty policy may also allow a garage to fit used parts instead of brand new ones. Check your policy before making a claim or before any work is done on your car.
Car or personal belongings theft: car insurance
If your car is stolen, or if personal items from your car are taken, that’s covered by your car insurance. Theft isn’t the fault of the car, even if your car is faulty, therefore it’s not covered by your car warranty.
Should your car be stolen and not recovered, your insurance policy would usually write you a cheque for the market value of the vehicle. This might also be a good time to mention that ALA offers a special deal on GAP insurance for our readers.
Failures causing accidents: the importance of each type of protection
It can get more complicated if you start talking about a situation such as the brakes failing in your car, which then leads you to rear-ending another car.
This is a good illustration of the potential overlap between your car warranty and your car insurance, since the warranty may cover the brake failure but it wouldn’t usually cover the damage you have done to the other vehicle. That would rely on you going through your car insurance provider to claim for any damages.
It’s important to know who is providing the warranty on your car so that you know who to talk to in the event of a problem. If the warranty came with the car, the dealer should have given you all the relevant paperwork. If you bought a car warranty online, all of the policy information should have been sent to you. If you’re unsure about whether your problem is a warranty or insurance issue, give both of the a call to discuss the problem and ask questions.
Here at The Car Expert, we have some fantastic warranty offers for our readers provided by our commercial partners. If you’re interested in a used car warranty, you should check these out:
ALA Insurance provides used car warranties in conjunction with the RAC
MotorEasy offers warranties and many other types of cover for car owners
Volvo and its sister brand Polestar have rolled out a new over-the-air update for models that feature their Google-based infotainment system.
The update, which impacts new showroom models and cars already sold, introduces a few improvements for Apple CarPlay users. Apple’s ‘Maps’ navigation software is now available to view on the digital instrument cluster behind the steering wheel, while the central infotainment screen now displays call information, allowing you to hang up or mute the call using the touchscreen or buttons on the steering wheel.
The software update also includes an update to the Apple CarPlay home screen tile, which now presents media information, allowing you to play, pause and skip between songs without having to open the media app.
For Volvo models, the door mirror settings can be changed with the steering wheel buttons, and some models have been given minor engine software tweaks to slightly improve performance.
For Polestar models, the YouTube app is now available to install through the app store, and a revised ‘Range Assistant’ app now allows drivers to monitor their energy consumption over the previous 20, 40 or 100 miles, with real-time information enabling them to adjust their driving style to improve efficiency.
The digital instrument cluster in Polestar cars now also presents the real-world related battery range figure, and no longer estimates the battery range using data that Polestar collected during model testing.
That sums up this small software update – Volvo says that this update will be sent out to more than 650,000 Volvo cars worldwide.
